Aircraft Performance (R18a2110)
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E6bmanual2016.Pdf
® Electronic Flight Computer SPORTY’S E6B ELECTRONIC FLIGHT COMPUTER Sporty’s E6B Flight Computer is designed to perform 24 aviation functions and 20 standard conversions, and includes timer and clock functions. We hope that you enjoy your E6B Flight Computer. Its use has been made easy through direct path menu selection and calculation prompting. As you will soon learn, Sporty’s E6B is one of the most useful and versatile of all aviation computers. Copyright © 2016 by Sportsman’s Market, Inc. Version 13.16A page: 1 CONTENTS BEFORE USING YOUR E6B ...................................................... 3 DISPLAY SCREEN .................................................................... 4 PROMPTS AND LABELS ........................................................... 5 SPECIAL FUNCTION KEYS ....................................................... 7 FUNCTION MENU KEYS ........................................................... 8 ARITHMETIC FUNCTIONS ........................................................ 9 AVIATION FUNCTIONS ............................................................. 9 CONVERSIONS ....................................................................... 10 CLOCK FUNCTION .................................................................. 12 ADDING AND SUBTRACTING TIME ....................................... 13 TIMER FUNCTION ................................................................... 14 HEADING AND GROUND SPEED ........................................... 15 PRESSURE AND DENSITY ALTITUDE ................................... -
The Difference Between Higher and Lower Flap Setting Configurations May Seem Small, but at Today's Fuel Prices the Savings Can Be Substantial
THE DIFFERENCE BETWEEN HIGHER AND LOWER FLAP SETTING CONFIGURATIONS MAY SEEM SMALL, BUT AT TODAY'S FUEL PRICES THE SAVINGS CAN BE SUBSTANTIAL. 24 AERO QUARTERLY QTR_04 | 08 Fuel Conservation Strategies: Takeoff and Climb By William Roberson, Senior Safety Pilot, Flight Operations; and James A. Johns, Flight Operations Engineer, Flight Operations Engineering This article is the third in a series exploring fuel conservation strategies. Every takeoff is an opportunity to save fuel. If each takeoff and climb is performed efficiently, an airline can realize significant savings over time. But what constitutes an efficient takeoff? How should a climb be executed for maximum fuel savings? The most efficient flights actually begin long before the airplane is cleared for takeoff. This article discusses strategies for fuel savings But times have clearly changed. Jet fuel prices fuel burn from brake release to a pressure altitude during the takeoff and climb phases of flight. have increased over five times from 1990 to 2008. of 10,000 feet (3,048 meters), assuming an accel Subse quent articles in this series will deal with At this time, fuel is about 40 percent of a typical eration altitude of 3,000 feet (914 meters) above the descent, approach, and landing phases of airline’s total operating cost. As a result, airlines ground level (AGL). In all cases, however, the flap flight, as well as auxiliarypowerunit usage are reviewing all phases of flight to determine how setting must be appropriate for the situation to strategies. The first article in this series, “Cost fuel burn savings can be gained in each phase ensure airplane safety. -
Using an Autothrottle to Compare Techniques for Saving Fuel on A
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr. -
Emergency Procedures C172
EMERGENCY PROCEDURES NON CRITICAL ACTION June 2015 1. Maintain aircraft control. Table of Contents 2. Analyze the situation and take proper action. C 172 3.Land as soon as conditions permit NON CRITICAL ACTION PROCEDURES E-2 GROUND OPERATION EMERGENCIES GROUND OPERATION EMERGENCIES E-2 Emergency Engine Shutdown on the Ground Emergency Engine Shutdown on the Ground E-2 1. FUEL SELECTOR -------------------------------- OFF Engine Fire During Start E-2 2. MIXTURE ---------------------------- IDLE CUTOFF TAKEOFF EMERGENCIES E-2 3. IGNITION ------------------------------------------ OFF Abort E-2 4. MASTER SWITCH ------------------------------- OFF IN-FLIGHT EMERGENCIES E-3 Engine Failure Immediately After T/O E-3 Engine Fire during Start Engine Failure In Flt - Forced Landing E-3 If Engine starts Engine Fire During Flight E-4 1. POWER ------------------------------------- 1700 RPM Emergency Descent E-4 2. ENGINE -------------------------------- SHUTDOWN Electrical Fire/High Ammeter E-4 If Engine fails to start Negative Ammeter Reading E-4 1. CRANKING ----------------------------- CONTINUE Smoke and Fume Elimination E-5 2. MIXTURE --------------------------- IDLE CUT-OFF Oil System Malfunction E-4 3 THROTTLE ----------------------------- FULL OPEN Structural Damage or Controllability Check E-5 4. ENGINE -------------------------------- SHUTDOWN Recall E-6 FUEL SELECTOR ------ OFF Lost Procedures E-6 IGNITION SWITCH --- OFF Radio Failure E-7 MASTER SWITCH ----- OFF Diversions E-8 LANDING EMERGENCIES E-9 TAKEOFF EMERGENCIES Landing with flat tire E-9 ABORT E-9 LIGHT SIGNALS 1. THROTTLE -------------------------------------- IDLE 2. BRAKES ----------------------------- AS REQUIRED E-2 E-1 IN-FLIGHT EMERGENCIES Engine Fire During Flight Engine Failure Immediately After Takeoff 1. FUEL SELECTOR --------------------------------------- OFF 1. BEST GLIDE ------------------------------------ ESTABLISH 2. MIXTURE------------------------------------ IDLE CUTOFF 2. FUEL SELECTOR ----------------------------------------- OFF 3. -
Chapter: 4. Approaches
Chapter 4 Approaches Introduction This chapter discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various authorizations and approach limitations for all operators is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is appropriate. 4-1 Approach Planning within the framework of each specific air carrier’s OpSpecs, or Part 91. Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure Weather Considerations or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an Weather conditions at the field of intended landing dictate instrument approach can begin as far as 100-200 NM from whether flight crews need to plan for an instrument the destination. Some of the approach planning should approach and, in many cases, determine which approaches be accomplished during preflight. In general, there are can be used, or if an approach can even be attempted. The five steps that most operators incorporate into their flight gathering of weather information should be one of the first standards manuals for the in-flight planning phase of an steps taken during the approach-planning phase. Although instrument approach: there are many possible types of weather information, the primary concerns for approach decision-making are • Gathering weather information, field conditions, windspeed, wind direction, ceiling, visibility, altimeter and Notices to Airmen (NOTAMs) for the airport of setting, temperature, and field conditions. -
Go-Around Decision-Making and Execution Project
Final Report to Flight Safety Foundation Go-Around Decision-Making and Execution Project Tzvetomir Blajev, Eurocontrol (Co-Chair and FSF European Advisory Committee Chair) Capt. William Curtis, The Presage Group (Co-Chair and FSF International Advisory Committee Chair) MARCH 2017 1 Acknowledgments We would like to acknowledge the following people and organizations without which this report would not have been possible: • Airbus • Johan Condette — Bureau d’Enquêtes et d’Analyses • Air Canada Pilots Association • Capt. Bertrand De Courville — Air France (retired) • Air Line Pilots Association, International • Capt. Dirk De Winter — EasyJet • Airlines for America • Capt. Stephen Eggenschwiler — Swiss • The Boeing Company • Capt. Alex Fisher — British Airways (retired) • Eurocontrol • Alvaro Gammicchia — European Cockpit Association • FSF European Advisory Committee • Harald Hendel — Airbus • FSF International Advisory Committee • Yasuo Ishihara — Honeywell Aerospace Advanced • Honeywell International Technology • International Air Transport Association • David Jamieson, Ph.D. — The Presage Group • International Federation of Air Line Pilots’ Associations • Christian Kern — Vienna Airport • The Presage Group • Capt. Pascal Kremer — FSF European Advisory Committee • Guillaume Adam — Bureau d’Enquêtes et d’Analyses • Richard Lawrence — Eurocontrol • John Barras – FSF European Advisory Committee • Capt. Harry Nelson — Airbus • Tzvetomir Blajev — Eurocontrol • Bruno Nero — The Presage Group • Karen Bolten — NATS • Zeljko Oreski — International -
Practical Application of Pressurization Systems
Practical Application of Pressurization Systems Pressurization Instruments A B 1 2 A. Cabin Rate of Climb Indicator – Similar to VSI, shows rate at which cabin altitude is climbing or descending (in this example the cabin is descending at 700 feet per minute). B. Cabin Altitude and Pressure Differential Indicator 1. Outside ring (long needle) shows cabin altitude in thousands of feet (in this example cabin altitude is a little over 3,000 feet. 2. Inside ring (short needle) shows the pressure differential in inches of mercury between the air in the cabin and the outside atmosphere (in this example, pressure differential is 4.8 inches) Pressurization Controller Setting Prior To Takeoff C A B A. Cabin Altitude Control – Prior to takeoff, set to 1,000 feet above cruise altitude on the inner ring.* The outer ring indicates what the cabin altitude will be when reaching cruise altitude. In this example the aircraft is climbing to 16,000 feet, so the altitude is set at 17,000 feet. The cabin altitude at cruise will be 4,100 feet. B. Cabin Rate of Climb/Descent Control: Usually set in the “12 O’clock” position which causes the cabin to climb at about ½ the rate at which the aircraft climbs. C. Cabin Pressure Dump Valve – Dumps cabin pressure * Setting altitude 1,000 feet above cruise altitude will prevent the cabin from climbing or descending if the aircraft climbs or descends a few hundred feet when at max pressure differential. This prevents cabin pressure changes and discomfort the crew and passengers. Pressurization Controller Setting Prior to Descent C B A A. -
FSF ALAR Briefing Note 7.1 -- Stabilized Approach
Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 7.1 — Stabilized Approach Unstabilized approaches are frequent factors in approach-and- causal factor in 45 percent of the 76 approach-and-landing landing accidents (ALAs), including those involving controlled accidents and serious incidents. flight into terrain (CFIT). The task force said that flight-handling difficulties occurred Unstabilized approaches are often the result of a flight crew who in situations that included rushing approaches, attempts to conducted the approach without sufficient time to: comply with demanding ATC clearances, adverse wind conditions and improper use of automation. • Plan; • Prepare; and, Definition • Conduct a stabilized approach. An approach is stabilized only if all the criteria in company standard operating procedures (SOPs) are met before or when Statistical Data reaching the applicable minimum stabilization height. The Flight Safety Foundation Approach-and-landing Accident Table 1 (page 134) shows stabilized approach criteria Reduction (ALAR) Task Force found that unstabilized recommended by the FSF ALAR Task Force. approaches (i.e., approaches conducted either low/slow or high/ fast) were a causal factor1 in 66 percent of 76 approach-and- Note: Flying a stabilized approach that meets the recommended landing accidents and serious incidents worldwide in 1984 criteria discussed below does not preclude flying a delayed- through 1997.2 flaps approach (also referred to as a decelerated approach) to comply with air traffic control (ATC) instructions. The task force said that although some low-energy approaches (i.e., low/slow) resulted in loss of aircraft control, most involved The following minimum stabilization heights are CFIT because of inadequate vertical-position awareness. -
The Pennsylvania State University
The Pennsylvania State University The Graduate School Department of Aerospace Engineering REAL-TIME PATH PLANNING AND AUTONOMOUS CONTROL FOR HELICOPTER AUTOROTATION A Dissertation in Aerospace Engineering by Thanan Yomchinda 2013 Thanan Yomchinda Submitted in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy May 2013 The dissertation of Thanan Yomchinda was reviewed and approved* by the following: Joseph F. Horn Associate Professor of Aerospace Engineering Dissertation Co-Advisor Co-Chair of Committee Jacob W. Langelaan Associate Professor of Aerospace Engineering Dissertation Co-Advisor Co-Chair of Committee Edward C. Smith Professor of Aerospace Engineering Christopher D. Rahn Professor of Mechanical Engineering George A. Lesieutre Professor of Aerospace Engineering Head of the Department of Aerospace Engineering *Signatures are on file in the Graduate School iii ABSTRACT Autorotation is a descending maneuver that can be used to recover helicopters in the event of total loss of engine power; however it is an extremely difficult and complex maneuver. The objective of this work is to develop a real-time system which provides full autonomous control for autorotation landing of helicopters. The work includes the development of an autorotation path planning method and integration of the path planner with a primary flight control system. The trajectory is divided into three parts: entry, descent and flare. Three different optimization algorithms are used to generate trajectories for each of these segments. The primary flight control is designed using a linear dynamic inversion control scheme, and a path following control law is developed to track the autorotation trajectories. Details of the path planning algorithm, trajectory following control law, and autonomous autorotation system implementation are presented. -
Cessna Model 150M Performance- Cessna Specifications Model 150M Performance - Specifications
PILOT'S OPERATING HANDBOOK ssna 1977 150 Commuter CESSNA MODEL 150M PERFORMANCE- CESSNA SPECIFICATIONS MODEL 150M PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level 109 KNOTS Cruise, 75% Power at 7000 Ft 106 KNOTS CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power. 75% Power at 7000 Ft Range 340 NM 22.5 Gallons Usable Fuel Time 3.3 HRS 75% Power at 7000 Ft Range 580 NM 35 Gallons Usable Fuel Time 5. 5 HRS Maximum Range at 10,000 Ft Range 420 NM 22. 5 Gallons Usable Fuel Time 4.9 HRS Maximum Range at 10,000 Ft Range 735 NM 35 Gallons Usable Fuel Time 8. 5 HRS RATE OF CLIMB AT SEA LEVEL 670 FPM SERVICE CEILING 14, 000 FT TAKEOFF PERFORMANCE: Ground Roll 735 FT Total Distance Over 50-Ft Obstacle 1385 FT LANDING PERFORMANCE: Ground Roll 445 FT Total Distance Over 50-Ft Obstacle 107 5 FT STALL SPEED (CAS): Flaps Up, Power Off 48 KNOTS Flaps Down, Power Off 42 KNOTS MAXIMUM WEIGHT 1600 LBS STANDARD EMPTY WEIGHT: Commuter 1111 LBS Commuter II 1129 LBS MAXIMUM USEFUL LOAD: Commuter 489 LBS Commuter II 471 LBS BAGGAGE ALLOWANCE 120 LBS WING LOADING: Pounds/Sq Ft 10.0 POWER LOADING: Pounds/HP 16.0 FUEL CAPACITY: Total Standard Tanks 26 GAL. Long; Range Tanks 38 GAL. OIL CAPACITY 6 QTS ENGINE: Teledyne Continental O-200-A 100 BHP at 2750 RPM PROPELLER: Fixed Pitch, Diameter 69 IN. D1080-13-RPC-6,000-12/77 PILOT'S OPERATING HANDBOOK Cessna 150 COMMUTER 1977 MODEL 150M Serial No. -
(VL for Attrid
ECCAIRS Aviation 1.3.0.12 Data Definition Standard English Attribute Values ECCAIRS Aviation 1.3.0.12 VL for AttrID: 391 - Event Phases Powered Fixed-wing aircraft. (Powered Fixed-wing aircraft) 10000 This section covers flight phases specifically adopted for the operation of a powered fixed-wing aircraft. Standing. (Standing) 10100 The phase of flight prior to pushback or taxi, or after arrival, at the gate, ramp, or parking area, while the aircraft is stationary. Standing : Engine(s) Not Operating. (Standing : Engine(s) Not Operating) 10101 The phase of flight, while the aircraft is standing and during which no aircraft engine is running. Standing : Engine(s) Start-up. (Standing : Engine(s) Start-up) 10102 The phase of flight, while the aircraft is parked during which the first engine is started. Standing : Engine(s) Run-up. (Standing : Engine(s) Run-up) 990899 The phase of flight after start-up, during which power is applied to engines, for a pre-flight engine performance test. Standing : Engine(s) Operating. (Standing : Engine(s) Operating) 10103 The phase of flight following engine start-up, or after post-flight arrival at the destination. Standing : Engine(s) Shut Down. (Standing : Engine(s) Shut Down) 10104 Engine shutdown is from the start of the shutdown sequence until the engine(s) cease rotation. Standing : Other. (Standing : Other) 10198 An event involving any standing phase of flight other than one of the above. Taxi. (Taxi) 10200 The phase of flight in which movement of an aircraft on the surface of an aerodrome under its own power occurs, excluding take- off and landing. -
Cessna 172SP
CESSNA INTRODUCTION MODEL 172S NOTICE AT THE TIME OF ISSUANCE, THIS INFORMATION MANUAL WAS AN EXACT DUPLICATE OF THE OFFICIAL PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL AND IS TO BE USED FOR GENERAL PURPOSES ONLY. IT WILL NOT BE KEPT CURRENT AND, THEREFORE, CANNOT BE USED AS A SUBSTITUTE FOR THE OFFICIAL PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL INTENDED FOR OPERATION OF THE AIRPLANE. THE PILOT'S OPERATING HANDBOOK MUST BE CARRIED IN THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES. Cessna Aircraft Company Original Issue - 8 July 1998 Revision 5 - 19 July 2004 I Revision 5 U.S. INTRODUCTION CESSNA MODEL 172S PERFORMANCE - SPECIFICATIONS *SPEED: Maximum at Sea Level ......................... 126 KNOTS Cruise, 75% Power at 8500 Feet. ................. 124 KNOTS CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve. 75% Power at 8500 Feet ..................... Range - 518 NM 53 Gallons Usable Fuel. .................... Time - 4.26 HRS Range at 10,000 Feet, 45% Power ............. Range - 638 NM 53 Gallons Usable Fuel. .................... Time - 6.72 HRS RATE-OF-CLIMB AT SEA LEVEL ...................... 730 FPM SERVICE CEILING ............................. 14,000 FEET TAKEOFF PERFORMANCE: Ground Roll .................................... 960 FEET Total Distance Over 50 Foot Obstacle ............... 1630 FEET LANDING PERFORMANCE: Ground Roll .................................... 575 FEET Total Distance Over 50 Foot Obstacle ............... 1335 FEET STALL SPEED: Flaps Up, Power Off ..............................53 KCAS Flaps Down, Power Off ........................... .48 KCAS MAXIMUM WEIGHT: Ramp ..................................... 2558 POUNDS Takeoff .................................... 2550 POUNDS Landing ................................... 2550 POUNDS STANDARD EMPTY WEIGHT .................... 1663 POUNDS MAXIMUM USEFUL LOAD ....................... 895 POUNDS BAGGAGE ALLOWANCE ........................ 120 POUNDS (Continued Next Page) I ii U.S.