Performance 2 Interne Prüfung
LAT Bremen
LAT Bremen
Kartei Details
| Karten | 18 |
|---|---|
| Sprache | English |
| Kategorie | Technik |
| Stufe | Universität |
| Erstellt / Aktualisiert | 23.04.2019 / 15.05.2019 |
| Lizenzierung | Keine Angabe |
| Weblink |
https://card2brain.ch/box/20190423_performance_2_interne_pruefung
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| Einbinden |
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Define cruise flight procedures and cruise techniques in airline operation
- constant speed / constant Mach => easy to conduct
- maximum range cruise (MRC) => highest specific range
- long range cruise (LRC) => close to MRC but higher speed range loss compared to MRC 1%, approx. 5% higher TAS
- ECON or minimum cost cruise => minimum direct operating cost
Define the cost index
The cost index is defined as the ratio of flight time related costs to fuel costs.
Payload Range Diagramm
In section [2] the payload is reduced and fuel loading is increased.
At the beginning of section [2] the MTOM is the limiting factor. To increase the range the fuel loading must be increased. This is only possible if payload is exchanged by fuel load.
At the end of section [2] the fuel tank capacity limit is reached. No further fuel loading possible.
Explain the climb procedure in airline operation when using a standard climb
A standard climb speed schedule is established for each aeroplane type in airline operation.
A constant IAS is maintained at lower altitudes. During climb the TAS and the Mach number increase. When passing the cross-over altitude the climb is conducted with a constant Mach number. The TAS and IAS decrease.
The crossover altitude solely depends on the combination IAS / Mach number.
How do drag and angle of attack change during a climb with constant IAS? Assume an incompressible airflow and a climb angle of less than 15°
Climbing at a small climb angle in an incompressible airflow, drag and angle of attack remain almost constant when flying with constant IAS.
How does the rate of climb change when passing the cross over altitude
When changing from constant IAS to constant Mach number the rate of climb initially increases before continuing to decrease with higher altitudes.
Name factors and requirements which restrict the take off mass
* Structural limit
* Obstacle limit
* Field length limit (TODA, TORA, ASDA)
* Climb limit
* Tyre speed limit
* Brake energy limit
* Noise limit
* Runway load limit
* Landing mass limit
Explain the effects of a higher take-off flap setting on…
*v1
*required take-off distance
*performance limited masses
A higher flap setting results in a lower V1.
The lower take-off speeds result in a shorter ground roll distance and shorter take-off distance.
With a given TODA, the field limited take-off mass increases due to the higher flap setting.
The climb limited take-off mass decreases because the climb performance with a higher flap setting deteriorates.
The effect on the obstacle limited take-off mass depends on the obstacles position in relation to the brake release point and the obstacles height. The nearer and/or higher the obstacle, the higher the optimum flap setting. In this case a higher flap setting increases the PTOMObstacle.
