in flight performance 空中性能

航空

in flight performance 空中性能

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航空

A project supported by AIRBUS and the CAAC
Date of the module
• Table of contents
• Flight operations duties
• European Applicable Regulation
• General
• General aircraft limitations
• Payload Range
• Operating limitations
• In flight performance
• One engine inoperative performance
• Flight planning
• weight and balance
A project supported by AIRBUS and the CAAC
Date of the module
Table of Contents
1 - Cruise
2 - Climb
3 - Descent
4 - Holding
A project supported by AIRBUS and the CAAC
Date of the module
Table of Contents
1 - Cruise
2 - Climb
3 - Descent
4 - Holding
A project supported by AIRBUS and the CAAC
Date of the module
1 - - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
1 - - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
Titre du diagramme
Safety
Respecting official requirements
.Operating rules
.Airworthiness
Economy
Lowering direct operating costs
. Choice of speed
. Choice of flight levels
2 goals
OEI cruise AEO cruise
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct Operating Costs(DOC)
 Direct Operating costs are made of :
 Fixed costs
 cyclic maintenance costs
 airport and en-route taxes
 operating charges, insurance, etc...
 Flight time related costs
 hourly maintenance costs
 crew costs
 Fuel consumption related costs
A project supported by AIRBUS and the CAAC
Date of the module
Titre du diagramme
Lower
fuel consumption
Fuel consumption related costs
Lower
flight time
Flight time related costs
Minimize
direct operating
costs
Compromise Time / Fuel
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct Operating Costs (DOC)
 Specific range study :
versus Mach number, at given altitude
Mach number optimization
versus altitude, at given Mach number
optimum altitude
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
2 - Specific Range
SR = 1
Distance consumption
Unit : nm / ton or nm / 1000 lbs
Example : A320-200 SR = 200 nm / ton
(58 tons at FL 350 M.78)
A project supported by AIRBUS and the CAAC
Date of the module
 2 - Specific Range
SR =
SR =
1
Distance consumption
Ground speed
Hourly consumption
A project supported by AIRBUS and the CAAC
Date of the module
 2 - Specific Range
SR =
SR =
With no wind SR =
1
Distance consumption
Ground speed
Hourly consumption
TAS
Ch
A project supported by AIRBUS and the CAAC
Date of the module
T
To
speed of sound
temperature
2 - Specific Range
 TAS = a.M and a = ao
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Date of the module
2 - Specific Range
 TAS = a.M and a = ao T
To
661 kt
288 °K
A project supported by AIRBUS and the CAAC
Date of the module
 TAS= a.M and a = ao
 Ch = Csp. Ta and Ta =
T
To
Specific consumption
Engine thrust available
Lift to Drag ratio
mg
L/D
A project supported by AIRBUS and the CAAC
Date of the module
 TAS= a.M and a = ao
 Ch = Csp. Ta and Ta =
T
To
mg
L/D
mg
L/D
T
To
ao M
Csp
SR =
A project supported by AIRBUS and the CAAC
Date of the module
SR =
ao M L/D
Csp
T To
mg
2 - Specific Range
Aerodynamics
Engine Weight
A project supported by AIRBUS and the CAAC
Date of the module
 SR variations with Mach
number
M.L/D
Csp
T To
.70 .80 .90 Mach
0,075
Csp
T
To
0,085
(kg/h.N)
10
15
M.L/D Given :
- weight
- altitude
2 - Specific Range
A project supported by AIRBUS and the CAAC
Date of the module
 SR variations with Mach
number
Mach
SR
.70 .80 .90
100
150
200
250 (nm/t)
Given :
- weight
- altitude
SR max
Maxi-range Mach
SR reaches a maximum
2 - Specific Range
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
Mach
SR
All along the flight,
the fuel consumption
makes the aeroplane
weight decrease
 Maxi-Range
 influence of weight Given :
- altitude
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Mach
SR
burn off
 Maxi-Range
Given :
- altitude
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Mach
SR
burn off
 Maxi-Range
Given :
- altitude
3 - All engines operating cruise speeds
As weight decreases,
- the specific range increases
- the Maxi-Range Mach decreases too
A project supported by AIRBUS and the CAAC
Date of the module
Mach
SR
burn off
 Maxi-Range
 Cd minimum : trip fuel is
minimum
 but low speed : trip time is
quite long !
Given :
- altitude
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Mach
SR
burn off
 Maxi-Range
 Cd minimum : trip fuel is
minimum
 but low speed : trip time is
quite long !
 Alternative :
 Increasing cruise speed without
too much increasing of fuel
consumption
Given :
- altitude
Long-Range
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Decrease of 1% in SR max
 Long-Range
Mach
SR
.70 .80 .90
-1%
MR LR
Given :
- altitude
Flying at Long-Range cruise
enables a greater speed than
MR, and a relatively low fuel
consumption
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
 Long-Range :
 influence of weight
Long-Range Mach decreases
the same way as MR Mach
Mach
SR
.70 .80 .90
-1%
-1%
-1%
LRC
burn off
Given :
MR - altitude
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
-1%
-1%
-1%
 Constant Mach :
Mach
SR
.70 .80 .90
LRC
burn off
constant M
Given :
MR - altitude
3 - All engines operating cruise speeds
easier to remember ! (it is the
same whatever altitude and
weight are)
but doesn't follow the
optimum (especially when
there is no change in altitude)
A project supported by AIRBUS and the CAAC
Date of the module
 Goal : minimize D.O.C.
3 - All engines operating cruise speeds
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Date of the module
 Goal : minimize D.O.C.
 For a given trip :
 Fuel consumption related costs : CF . TF
 CF : Cost of fuel unit
 TF : Trip fuel
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
 Goal : minimize D.O.C.
 For a given trip :
 Fuel consumption related costs : CF . TF
 Flight time related costs : CT . t
 CT : Time related costs per flight hour
– hourly maintenance costs
– crew wages
 t : Block time
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
 Goal : minimize D.O.C.
 For a given trip :
 Fuel consumption related costs : CF . TF
 Flight time related costs : CT . t
 Fixed costs : CC
 cyclic maintenance costs
 airport operational taxes
 operating charges, insurance...
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Goal : minimize D.O.C.
For a given trip :
 Fuel consumption related costs : CF . TF
 Flight time related costs : CT . t
 Fixed costs : CC
DOC = CF . TF + CT . t + CC
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
For one nautical mile :
DOC1nm = CF . 1+ CT . 1 +
V
CC
D
Fuel consumption
related costs
Time
related costs
Fixed costs
SR
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Costs
Mach
MR
LRC
Cost of fuel
Cost of time
Fixed costs
ECON
Given weight and altitude
DOC
3 - All engines operating cruise speeds
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Date of the module
Costs
Mach
ECON
MR
LRC
Cost of fuel
Cost of time
Fixed costs
Given weight and altitude
ECON Mach is linked to MR Mach : DOC
when aircraft weight decreases,
ECON Mach decreases.
3 - All engines operating cruise speeds
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Date of the module
 Minimum DOC :
dDOC
dM
= 0
3 - All engines operating cruise speeds
1
dDOC SR
dM
= CF + CT
-1
aM2
d( )
dM
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Date of the module
 Minimum DOC :
1
SR
CF
d( )
dM
+ CT
-1
aM2 = 0
M2
1
SR
d( )
dM
=
CT
CF
1a
COST INDEX
3 - All engines operating cruise speeds
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Date of the module
 The ECON Mach depends on COST INDEX
3 - All engines operating cruise speeds
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Date of the module
 The ECON Mach depends on COST INDEX
 Cost of time
 Cost of fuel

C.I. =
3 - All engines operating cruise speeds
Unit : kg / mn
Range : 0 to 200
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Date of the module
 Extreme values of cost index :
 C.I. = 0 MR Mach
 C.I. max Maximum Mach
Number
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
 Extreme values of cost index :
 C.I. = 0 MR Mach
 C.I. max Maximum Mach
Number
Increase in cost index Increase in Mach
3 - All engines operating cruise speeds
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Date of the module
 ECON Mach  MR Mach
At constant Zp , when weight decreases, ECON Mach does so
At constant weight, when Zp increases, ECON Mach does so
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
SR =
ao M L/D
Csp
T To
mg
When Zp increases, for a
given aircraft weight,
SR follows lift-to-drag ratio
variations.
(without taking into account the low
variations of reduced Csp )
For a given Mach number :
constant
At level flight : mg = 0,7 S P CL M2
When Zp increases (P decreases), then CL must be increased
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
CL
M
lift-to-drag ratio increases...
When Zp increases, CL must increase
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
CL
M
CL
Lift-to-drag increases,
reaches a maximum,
and then decreases
SR increases,
reaches a maximum,
and then decreases
Zp
SR
m M
L/D max
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
SR
m M
For the given Mach and weight, there is an optimum altitude
at which the aircraft has the best lift-to-drag ratio.
Optimum
altitude
CL Zp
M
CL
L/D max
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
 When weight decreases  SR increases
 At optimum altitude : L/D max  CL fixed
 With burn off :
mg = 0,7 S P CL M2
constant
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
 When weight decreases  SR increases
 At optimum altitude : L/D max  CL fixed
 With burn off :
 At optimum altitude :
mP
is constant
4 -Altitude optimisation
mg = 0,7 S P CL M2
constant
A project supported by AIRBUS and the CAAC
Date of the module
Optimum altitude :
Zp
SR
m1 m > m2
mP
= ct
SR increases with burn off
Optimum altitude increases too
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
Optimum altitude :
Zp
SR
Optimum altitude
m1 > m2 > m3
Zp
weight
burn off
mP
= ct
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
ISA + 20
Engine limitation Maximum Cruise Thrust
ISA or below
MCrT limits
Cruise Mach
SR
M
Zp1
m3
m2
m1
At weight m2, with cruise Mach,
MCT cruise is reached at Zp1.
5 - Maximum cruise altitude
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Date of the module
SR
M
m3
m2
m1
ISA or below
ISA + 20
ISA + 20
ISA or
below
Cruise Mach
Engine limitation Maximum Cruise Thrust
MCrT limits
Zp1 SR
M
m3
m2
m1
Cruise Mach
Zp2 > Zp1
MCrT is more limitative
at higher altitude
5 - Maximum cruise altitude
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Date of the module
SR
M
m3
m2
m1
ISA + 20
ISA or
below
Cruise Mach
Engine limitation Maximum Cruise Thrust
Flying at Zp2, with the same weight
would require a thrust higher than MCrT
Zp2 > Zp1
5 - Maximum cruise altitude
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Date of the module
SR
M
m3
m2
m1
ISA + 20
ISA or
below
Cruise Mach
Engine limitation Maximum Cruise Thrust
Only lighter weights can be flown at higher
altitude with the same cruise Mach
Zp2 > Zp1
5 - Maximum cruise altitude
A project supported by AIRBUS and the CAAC
Date of the module
SR
M
m3
m2
m1
ISA + 20
ISA or
below
Cruise Mach
Engine limitation Maximum Cruise Thrust
Zp2 is the maximum cruise altitude for m3
in ISA condition, at this cruise Mach number
Zp2 > Zp1
5 - Maximum cruise altitude
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Date of the module
 Definition :
For a given aircraft weight, it is the maximum
altitude at maximum cruise thrust in level flight with a
given Mach number .
5 - Maximum cruise altitude
= f(temp.)
A project supported by AIRBUS and the CAAC
Date of the module
ISA or below
ISA + 20
Maximum cruise altitude
decreases when :
- weight increases
- temperature increases
- Mach increases
Zp
weights
Max cruise altitude
M
5 - Maximum cruise altitude
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Date of the module
Zp
weights
ISA or below
ISA + 20
Max cruise altitude
engine-limited area
M
5 - Maximum cruise altitude
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Date of the module
 Cruise at ECON MACH Zp
weights
ISA or below
ISA + 20
Max cruise altitude
Optimum altitude
ECON Mach
iso-Mach curves
M
5 - Maximum cruise altitude
Mach depends on :
altitude
weight
iso-Mach curves are
parallel to optimum
altitude
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Date of the module
 Effect of wind on optimum
altitude :
 if wind is more
favourable at lower
altitude, it may be worth
flying at this altitude to
increase the ground
specific range.
Zp
weights
ISA or below
ISA + 20
Max cruise altitude
Optimum altitude
wind deviation for constant ground SR
20
40
60
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 - ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
 LIFT RANGE :
 On level flight mg = 0.7 S P CL M2
 When CL = CLmax  lift limit
(if  increases, stall occurs)
 Lift range is associated with CLmax M2 curve
6 - Buffet limit
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Date of the module
1
CL max M2
M
1
CL max
M
Compressibility effect
6 - Buffet limit
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Date of the module
CL max M2
M
1
 mg = 0.7 S P CLmaxM2
given weight
Zp
lift range
Mmin Mmax
Zp max Lift ceiling
Level flight (no load factor)
6 - Buffet limit
At given weight,
to each CLmax M2
corresponds one altitude
(static Pressure)
When Zp increases, the lift
range decreases.
 lift ceiling
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Date of the module
 While maneuvering, the aeroplane suffers load factors
 mg  n mg
 buffet limit : n mg = 0.7 S P CLmaxM2
buffet = severe vibrations just before stall occurs
6 - Buffet limit
At given altitude, and given weight, to each CLmaxM2
corresponds one load factor
A project supported by AIRBUS and the CAAC
Date of the module
Mach
n
Zp1
given weight
6 - Buffet limit
Mmin Mmax
n1
At given weight and altitude, the aeroplane can suffer a load
factor equal to n1 before buffeting at Mmin (or Mmax).
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Date of the module
Mach
n
FL 350
given weight : 60t
Example : A320 200
Mmin= 0.65 Mmax> MMO (0.84)
1.3 g
6 - Buffet limit
1.3 g corresponds to
a bank angle of 39°
A project supported by AIRBUS and the CAAC
Date of the module
Mach
n
Zp1
Mmin Mmax
n1
given weight
At given altitude
and given weight,
there is a maximum
admissible load factor
6 - Buffet limit
nmax
M
This Mach allows the
higher load factor margin
with buffet limit
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Date of the module
Mach
n
FL 350
Mmax> MMO
given weight : 60t
Example : A320 200
1.3 g
Mmin= 0.65 0.78
1.8 g
6 - Buffet limit
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Date of the module
Mach
n
at Zp1
Zp1< Zp2< Zp3
1.3 g
Mmin Mmax
given weight
Effect of altitude : nmax decreases
lift range decreases
6 - Buffet limit
at Zp2
Zp3
At Zp3 nmax = 1.3g
A project supported by AIRBUS and the CAAC
Date of the module
 1.3 g buffet limited altitude :
 at this altitude, nmax = 1.3 g (or bank angle =
39°)
 above this altitude, maneuvers of less
than 1.3 g will create buffeting
 when the weight decreases (burn off),
1.3 g buffet limited altitude increases
6 - Buffet limit
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Date of the module
Zp
weights
Optimum altitude
ISA or below
ISA + 20
Max cruise altitude
1.3 g buffet limit
 The maximum operational
altitude is the lowest
of :
 max cruise altitude
 1.3 g buffet limited
altitude
6 - Buffet limit
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7. ATC Requirment
 Flight Level
 Final chosen maximum flight altitude is a adjacent
flight level
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1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
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Date of the module
 Step climb cruise :
 Ideal cruise should follow
the optimum altitude
 but ATC constraints
require level flight cruise
 airlines have to comply
with
Zp
weight
Optimum altitude
several level flights close to
the optimum altitude
8 - Cruise optimisation
A project supported by AIRBUS and the CAAC
Date of the module
Zp
weight
4000 ft
 Above FL290 :
 FL separation = 2000 ft
  step climb = 4000 ft
(except RVSM zones)
Optimum altitude
8 - Cruise optimisation
2000 ft from optimum altitude
:
Rs = 99% Rsmax
Long flight : 2 or 3 steps
Max cruise altitude can delay
the first climb...
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Date of the module
Table of Contents
1 - Cruise
2 - Climb
3 - Descent
4 - Holding
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Date of the module
1 - Climb angle and rate of climb
2 - Climb in operation
3 - Influencing parameters
4 - Cabin climb
Table of Contents
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Date of the module
1 - Climb angle and rate of climb
2 - Climb in operation
3 – Influencing parameters
4 - Cabin climb
Table of Contents
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Date of the module
TAS
rate of climb
TASmax TASRCmax
Maximum
rate of climb
Given
m, thrust, operationnal data
max = maximum air
climb gradient
1 - Climb angle and rate of climb
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Date of the module
g
a <g
GS
a
TAS Rate of Climb
RC
1 - Climb angle and rate of climb
Headwind
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Date of the module
1 - Climb angle and rate of climb
2 - Climb in operation
3 – Influencing parameters
4 - Cabin climb
Table of Contents
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A project supported by AIRBUS and the CAAC
Date of the module
2 - Climb in operation
Example: A320
climb at constant speed
250 kt (ATC limitation)
climb at constant speed
A320 : 300 kt
climb at constant Mach
A320 : M 0.78
Top Of Climb (TOC)
Start of
climb
10000 ft
29500 ft
acceleration
Change over
altitude
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Date of the module
2 - Climb in operation
Energy conservation
Three sources of energy are available to generate aerodynamic forces :
- kinetic energy, which increases with increasing speed
- potential energy, which is proportional to altitude
- chemical energy, from the fuel
A project supported by AIRBUS and the CAAC
Date of the module
altitude
True Air Speed Rate of Climb
constant CAS
constant Mach
constant Mach
TROPOPAUSE
climb at constant TAS
2 - Climb in operation
Energy conservation
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Date of the module
   
maximum
air climb
gradient
climb at
RC max
minimum consumptiondistance
climb
high speed climb
Cruise FL
MAXI
CLIMB
THRUST
CRUISE THRUST
distance
2 - Climb in operation
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Date of the module
 Climb at Maximum Rate
Climbing at the maximum rate of climb speed enables a
given altitude to bereached in the shortest time.
Climb at Maximum Gradient
 The climb gradient at green dot speed is at its maximum.
Climbing at green dot speed enables a given altitude to be
achieved over the shortest distance.
 Climb at Minimum Cost
Minimum Cost
Between CI=0 and CImax
CI=0=IASECON=maximum rate of climb speed
CI=CImax=IASECON=VMO-10kt
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 Influencing Parameters
1. Altitude Effect
PA↑ ⇒ climb gradient ↓
rate of climb ↓
2. Temperature Effect
Temperature ↑ ⇒ climb gradient ↓
rate of climb↓
 3. Weight Effect
Weight ↑ ⇒ climb gradient ↑
rate of climb ↑
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Date of the module
 Influencing Parameters
4. Wind Effect
Headwind ↑ ⇒ Rate of climb
Fuel and time to T/C →
Flight path angle (γg) ↑
Ground distance to T/C↓
Tailwind↑ ⇒ Rate of climb →
Fuel and time to T/C→
Flight path angle (γg) ↑
Ground distance to T/C ↑
A project supported by AIRBUS and the CAAC
Date of the module
1 - Climb angle and rate of climb
2 - Climb in operation
3 - Cabin climb
Table of Contents
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Date of the module
aircraft
cabin
time
cabin rate of climb  500 ft/mn
pressure
Zp
Zp > 30000 ft
Zp = 8000 ft
3 - Cabin climb
A project supported by AIRBUS and the CAAC
Date of the module
Table of Contents
1 - Cruise
2 - Climb
3 - Descent
4 - Holding
A project supported by AIRBUS and the CAAC
Date of the module
1 - Descent angle and rate of descent
2 - Descent in operation
3 - Cabin descent
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
1 - Descent angle and rate of descent
2 - Descent in operation
3 - Cabin descent
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
TAS
rate of climb
rate of descent
TASRDmin TASmin
minimum rate
of descent
maximum rate
of descent
Given
engine thrust, m
speed limit VMO / MMO
1 - Descent angle and rate of descent
A project supported by AIRBUS and the CAAC
Date of the module
True Air Speed
rate of
descent
min
speed limit VMO / MMO
light gross weight
heavy gross weight
1 - Descent angle and rate of descent
Influence of weight
RD  when w 
A project supported by AIRBUS and the CAAC
Date of the module
 air angle of descent
ground angle of descent
flight path
TAS
HEADWIND
1 - Descent angle and rate of descent
A project supported by AIRBUS and the CAAC
Date of the module
no wind
FL 350
102 NM
tailwind
20 kt 108 NM
headwind
20 kt
96 NM
1 - Descent angle and rate of descent
A 320
A project supported by AIRBUS and the CAAC
Date of the module
1 - Descent angle and rate of descent
2 - Descent in operation
3 - Cabin descent
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
V.3.3.2 - Descent in operation
Example: A320
landing
descent at constant speed
A320: 300 kt (CAS)
descent at constant speed
250 kt (ATC limitation)
descent at constant Mach
A320 : M 0.78
deceleration
deceleration to
approach speed
10000 ft
29500 ft
Top Of
Descent (TOD)
.78/300/250
A project supported by AIRBUS and the CAAC
Date of the module
altitude
True Air Speed Rate of Descent
constant CAS
constant Mach
constant Mach
TROPOPAUSE
V.3.3.2 - Descent in operation
Energy conservation
A project supported by AIRBUS and the CAAC
Date of the module
cruise thrust
descent at
idle thrust
high speed
low speed
2 - Descent in operation
Emergency descent :
- Idle
- MMO/VMO
- Spoilers
A project supported by AIRBUS and the CAAC
Date of the module
2 - Descent in operation
 Influencing Parameters
1. Altitude Effect
it is difficult to assess descent parameters (gradient
and rate), as they only depend on drag and not on
thrust (which is assumed to be set to idle).
2. Temperature Effect
As for pressure altitude, the temperature effect is
difficult to assess. Indeed,
3. Weight Effect
Weight↑ ⇒ descent gradient↓
rate of descent ↓
A project supported by AIRBUS and the CAAC
Date of the module
2 - Descent in operation
 4. Wind Effect
Headwind ↑ ⇒ Rate of descent →
Fuel and time from T/D →
Flight path angle ∣γg∣↑
Ground distance from T/D ↓
A project supported by AIRBUS and the CAAC
Date of the module
1 - Descent angle and rate of descent
2 - Descent in operation
3 - Cabin descent
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
emergency
descent
cruise
time
Zp A320
maximum altitude
complying with max
envelope of
allowed descents
max
normal cabin
rate of descent
300 ft/min
3 - Cabin descent
A project supported by AIRBUS and the CAAC
Date of the module
Table of Contents
1 - Cruise
2 - Climb
3 - Descent
4 - Holding
A project supported by AIRBUS and the CAAC
Date of the module
1 - Holding speed
2 - Optimum holding altitude
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
1 - Holding speed
2 - Optimum holding altitude
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
 1 - Holding speed
 Holding  minimize the fuel flow (FF)
FF = TSFC x Thrust
Minimize thrust
Minimum drag or maximum L/D ratio
T = Drag = mg
L/D
A project supported by AIRBUS and the CAAC
Date of the module
 1 - Holding speed
D,T
V
Minimum thrust
drag
Given
m, t°C, Zp,
thrust lever
L/D max V opti
Airbus
Vopti = GREEN DOT
A project supported by AIRBUS and the CAAC
Date of the module
1 - Holding speed
2 - Optimum holding altitude
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
Zp
FF
Given
m
minimum fuel
hour
consumption per
altitude
Optimum holding
2 - Optimum holding altitude
Minimum Drag Speed
A project supported by AIRBUS and the CAAC
Date of the module
Zp
FF
decreasing
weight
optimum holding
altitude
2 - Optimum holding altitude
Minimum Drag Speed
A project supported by AIRBUS and the CAAC
Date of the module
 At the end of the flight, the optimum altitude is
often too high (low weight)
 In Operations, holding is made at the assigned
altitude (ATC) at the minimum drag speed
corresponding to the weight
A project supported by AIRBUS and the CAAC
Date of the module
SR
Mach
Zp
Zp1
Zp4
Zp5
Zp3
Zp2
A project supported by AIRBUS and the CAAC
Date of the module
SR
Mach
Zp
Zp1
Zp4
Zp5
Zp3
Zp2
A project supported by AIRBUS and the CAAC
Date of the module
SR
Mach
Zp
Fixed Mach nb
Zp4 = Optimum
altitude to fly
at this Mach nb
(best SR for the
chosen Mach nb)

忙盲忙

楼主辛苦啦！

MJH77

是不是空客飞机手册

hehe1019

Long-Range Mach SR .70 .80 .90 -1% MR LR

胖子

好东西

gjsx

东西挺好的 谢谢了

wwjkankan

多谢，收藏之

ida51737

nice up up up up

mmayjsS08

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