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Aircraft Performance – Term Paper

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Aircraft performance and aviation management Essay

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주제와 관련된 더 많은 사진을 참조하십시오 1 Introduction to Aircraft Performance. 댓글에서 더 많은 관련 이미지를 보거나 필요한 경우 더 많은 관련 기사를 볼 수 있습니다.

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주제에 대한 기사 평가 aircraft performance essay

• Author: Brian Kish
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• Likes: 좋아요 29개
• Date Published: 2019. 5. 25.
• Video Url link: https://www.youtube.com/watch?v=320xDgf0tBY

What is aircraft performance?

A: Aircraft performance is a measurement of how well the plane flies. Many factors affect how the plane flies: its weight, the atmospheric conditions, pressure, temperature, humidity, even the runway at takeoff. Aircraft performance will tell you the speeds the plane can hope to acheive in different conditions.

Why aircraft performance is important?

Aircraft performance refers to the ability of an aircraft to accomplish certain useful things. It is an important consideration when designing and testing aircraft, to ensure the aircraft can be operated in an efficient and economic manner.

What determines aircraft performance?

The primary factors most affected by performance are the takeoff and landing distance, rate of climb, ceiling, payload, range, speed, maneuverability, stability, and fuel economy.

How can aircraft improve performance?

How is aircraft performance affected by altitude?

Whether due to high altitude, high temperature, or both, reduced air density (reported in terms of density altitude) adversely affects aerodynamic performance and decreases the engine’s horsepower output. Takeoff distance, power available (in normally aspirated engines), and climb rate are all adversely affected.

What affects takeoff performance?

They apply various factors, including density altitude, type of operation, runway surface, runway slope and wind to readily determine take-off and landing distances for a particular set of conditions.

How does pressure affect aircraft performance?

As pressure decreases, the air becomes less dense or thinner. This is the equivalent of being at a higher altitude and is referred to as density altitude. As pressure decreases, density altitude increases and has a pronounced effect on aircraft performance.

What is aircraft used for?

Vehicles used for cargo handling, air travel or military purposes are referred to as aeroplane, plane or aircraft. There are a lot of plane types in the aviation industry such as passenger planes, cargo planes, military planes or private planes…

How does wind affect aircraft performance?

Passengers tend to worry about strong winds during flight, but the reality is that wind speed during cruise flight has little or no effect on a plane. The only thing a strong wind may do is affect the length of time the flight will take. If you have a strong headwind, it can slow down a flight.

What environmental factors affect aircraft performance?

What has the most predominant effect on aircraft performance?

Since the characteristics of the atmosphere have a predominant effect on performance, it is necessary to review some of the dominant factors—pressure and temperature. The atmosphere is an envelope of air that surrounds the earth and rests upon its surface. It is as much a part of the earth as the seas or the land.

What is stability and control of aircraft?

The term stability characterizes the motion of an aeroplane when returning to its equilibrium position after it has been disturbed from it without the pilot taking action. Aircraft control describes the response to actions taken by a pilot to induce and maintain a state of equilibrium or to execute manoeuvres.

How does temperature affect aircraft performance?

Flying in the heat

The lower the air density, the faster an airplane must travel to produce enough lift to take off. It takes more runway to reach a higher speed, and depending on how long the airport’s runway is, some airplanes might risk running out of room before reaching sufficient speed.

How can the airline industry be improved?

How does pressure affect aircraft performance?

As pressure decreases, the air becomes less dense or thinner. This is the equivalent of being at a higher altitude and is referred to as density altitude. As pressure decreases, density altitude increases and has a pronounced effect on aircraft performance.

How do I become an aircraft performance engineer?

Engineering Degree in Flight Physics and experience working for an Airline company. Proven experience in Airline operations (Aircraft Operations, Fleet Management, Network Optimization). Strong knowledge in Aircraft Performance (Aircraft & Engine Performance, Flight Physics & Mechanics, Aerodynamics) is key.

How does weight affect aircraft performance?

Excessive weight reduces the flight performance in almost every respect. The most important performance deficiencies of an overloaded aircraft are: Higher takeoff speed. Longer takeoff run.

How does wind affect aircraft performance?

Passengers tend to worry about strong winds during flight, but the reality is that wind speed during cruise flight has little or no effect on a plane. The only thing a strong wind may do is affect the length of time the flight will take. If you have a strong headwind, it can slow down a flight.

How Things Fly

Aircraft performance is a measurement of how well the plane flies. Many factors affect how the plane flies: its weight, the atmospheric conditions, pressure, temperature, humidity, even the runway at takeoff. Aircraft performance will tell you the speeds the plane can hope to acheive in different conditions.

Aircraft performance

Aspect of aeronautical design and mission planning

Aircraft performance refers to the ability of an aircraft to accomplish certain useful things.[1] It is an important consideration when designing and testing aircraft, to ensure the aircraft can be operated in an efficient and economic manner.[2] There are typically trade-offs involved, for example an aircraft optimised for cruise performance will not necessarily be optimised for the climb.[3] Adaptive compliant wings and variable-sweep wings are technologies aimed at improving performance during the different stages of flight.

The subject of aircraft performance includes aircraft speed, ceiling, range and fuel efficiency, take-off distance required, and climb rate. It also includes aircraft controllability speeds.[4]

Aircraft manufacturers will publish performance data in an aircraft flight manual, concerning the behaviour of the aircraft under various circumstances, such as different speeds, weights, and air temperatures, pressures, & densities.[5][6] Performance data is information pertaining to takeoff, climb, range, endurance, descent, and landing.[1]

See also [ edit ]

References [ edit ]

5 Ways To Improve Your Aircraft’s Performance

Get to your destination faster…

1) Reduce the weight

Reducing unnecessary weight can help in a lot of ways. You’ll have a shorter takeoff roll, greater climb rate, faster cruise speed, and a lower stall speed. Packing a little lighter for a trip can really save you time and money.

2) Move the center of gravity aft

Having an aft center of gravity will reduce your tail down force (but remember, you need to stay within CG limits). Doing this will reduce induced drag, and increase your range and cruise airspeed.

3) Lean the mixture

Leaning the mixture at cruise altitude will save you a lot of fuel that would otherwise be wasted at altitude.

4) Choose the right altitude

Choosing the right altitude has a significant effect on aircraft performance. Normally aspirated engines lose power as they climb, due to the reduction in atmospheric pressure. The higher you climb, the more time it takes, and the more fuel you burn. Finding a cruise altitude that hits the sweet spot between winds aloft and time-to-climb is the key.

5) Incorporate drag reducing devices

Adding drag reducing devices like wheel fairings can speed you up by as much as 10 knots. When you reduce parasite drag, you can get where you’re going a lot faster.

Aircraft Performance

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Aircraft Performance and Aviation Management

Briefly discuss about the main objectives of Air Traffic Services?

This information is supported by (ivao.aero,2014) says the objectives of the air traffic services shall be to:

Prevent collisions between aircraft

Prevent collisions between aircraft on the manoeuvring area and obstructions on that area

Expedite and maintain an orderly flow of air traffic;

Provide advice and information useful for the safe and efficient conduct of flights

Notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

Explain how these objectives affect the aircraft movements and ground movements.

This data is supported by (faa.gov,2014) says Ground controllers must exchange information as necessary for the safe and efficient use of airport runways and movement areas. This may be accomplished via verbal means, flight progress strips, other written information, or automation displays. As a minimum, provide aircraft identification and applicable runway/intersection/taxiway information as follows:

Ground control must notify local control when a departing aircraft has been taxied to a runway other than one previously designated as active.

Ground control must notify local control of any aircraft taxied to an intersection for takeoff. This notification may be accomplished by verbal means or by flight progress strips.

When the runways in use for landing/departing aircraft are not visible from the tower or the aircraft using them are not visible on radar, advise the local/ground controller of the aircraft’s location before releasing the aircraft to the other controller.

Aircraft movements

This information was mentioned in (flyingwithoutfear,2014)

When an aircraft starts its journey it first has to get permission to start its engines from a ground controller, then it will have to get permission to push back from its stand from another ground controller.

Prior to taxi-ing it will be given instructions to take a particular route to the active runway according to its parking gate position and any other aircraft which are using the same runway.

This permission will be given by yet another ground controller. Before the aircraft is given clearance to take off it will have to speak to the controller whose sole job is to give permission to aircraft to take off or land.

When airborne, the pilots will change to another frequency and speak to a departure controller who will give permission for the aircraft to climb to a higher altitude.

Once clear of other departing and arriving traffic the aircraft will transfer to an airways controller who will give permission for the aircraft to climb to its cruising height.

The crew have to ask for permission to leave its cruising height before descending towards its destination. As the aircraft approaches the destination airport, various controllers will be responsible for its safe passage until it lands and parks at its arrival gate.

Analyse the physical appearance of the control tower and its contribution to achieve these objectives and explain about the communication failure procedures.

This data is mentioned in (faa.gov,n.d) says In the past, Airport Traffic Control Tower (ATCT) siting decisions have been significantly influenced by the upper height limits imposed by terminal procedures (TERPS) and controller opinions. Because tower siting (height and location) affects airport safety and construction costs, the FAA had no means to measure quantitatively the improvement in air traffic controller visibility that can be gained by changing the tower height and location on the airport surface, and there was no required minimum criterion for tower height.

This information is supported by (experimentalaircraft,2014)

Preflight -During preflight make sure that you have the correct frequencies with you: check the AIP, NOTAMs, approach and/or enroute charts. Preflight also means that you need to check communications availability for the airports and the route you plan to use. If not sure then a phone call with your destination will solve that problem, also ask if they accept NORDO (No Radio) aircraft.

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Garmin SL40 Aircraft Radio – Radio’s can become complex equipment when they are integrated into Garmin G1000 systems like EFIS. Standalone Icom, Bendix King or Apollo/Garmin radio’s are really easy to control. Having the pilots quick reference manual in your flight bag or with the aircraft documentation or manual can be a big help. It will save the day should you become confused about any function of the radio.

ATC light gun -Some aviation charts depict them: ATC light gun signals. Make sure you know them by heart or carry a copy of their meaning with you. Practice these signals every once in a while.

Frequency change -If contact can not be established after a frequency change, go back to the previous frequency or channel and verify with the controller that you have the correct frequency. This is first thing you must do in this case.

Second radio -If you suspect that your radio has failed and you have a second one, set that frequency in the other radio and try again. When I fly an aircraft with multiple radio’s I plan to use all of them, and during a handover I set the next frequency into the other radio and use that one. This way I always have both radio’s checked and functional. Should I need to switch back, its done within a blink of an eye on the intercom panel.

Squelch setting -A squelch is used to suppress the white noise when no station is transmitting, turn the knob clockwise until the noise just about disappears (on radio’s with an automatic squelch you need to pull or push the volume knob). Sometimes after switching and verifying that you have the correct frequency and that the radio is operating correctly it might be that you are just to far away (or flying too low) for the next station. Its signal strength is just too weak to open the squelch you will hear nothing.

First thing I do is to open up the squelch manually (pull/push the volume knob) and listen to the noise/static and other aircraft and retransmit when able. Chances are that you hear them calling you just above the noise level. By the time you get closer, the signal strength will have improved enough so that you can use the squelch again.

Radio Failure -It will not happen that often but radio’s can fail and having a second on standby will save the day. Should it happen, try pulling the fuse wait a couple of minutes and push it in again. This might reset the radio. Should this fail then and you have only one radio, set 7600 on the transponder and determine if you need to divert to an airport where NORAD aircraft are allowed. It is advisable to call ATC after landing to explain the situation.

Altitude -VHF communications rely on antenna’s to be in line of sight of each other to be able to receive their signals. Should you not hear the other station then climb, if possible, a couple of thousand feet. This will improve the range in which you can contact stations.HF communications rely on radio wave propagation by the Earth’s Ionosphere and line of sight is not so much of an issue here.

Relaying-At times you may find that other, possibly higher flying aircraft, are willing to relay your message to the ground station. Sometimes even without asking, because they can hear you and the ground station and its obvious to them that you can not reach or hear ATC.

Transponder

Aircraft Transponder – The transponder code for lost communications is 7600 in any mode (A/C/S). Setting this code will ring bells in ATC facilities and you will most definately get their attention! Again, make sure to explain the situation after landing.

Diversion – If all else fails and your destination is a controlled airport where radio communications are mandatory, then by all means divert to an airport where you can land without a radio and have your radio checked by a radio shop before you continue on to your final destination. Overflying the signal area before entering the circuit/pattern is a wise decision at that time.

Describe about the visual signals and their use, colours and effects of the markings. Also identify other markings in the manoeuvring area and their use.

This information was mentioned in (tc.gc.ca,2012) says A series of green flashes directed at an aircraft means respectively

in flight on the ground 1. cleared to land; cleared to taxi. 2. return for landing; cleared for take-off. 3. return for landing; cleared to taxi. 4. cleared to land; cleared for take-off.

A steady red light directed at an aircraft means

in flight on the ground 1. give way to other aircraft and continue circling; stop. 2. give way to other aircraft and continue circling; taxi clear of landing area in use. 3. airport unsafe do not land; taxi clear of landing area in use. 4. airport unsafe do not land; stop.

A series of red flashes directed at an aircraft means respectively

in flight on the ground 1. airport unsafe, do not land; taxi clear of landing area in use. 2. give way to other aircraft and continue circling; stop. 3. do not land for time being; return to starting point on airport. 4. you are in prohibited area, alter course; stop.

A steady green light directed at an aircraft means respectively

in flight on the ground 1. cleared to land; cleared to taxi. 2. return for landing; cleared to taxi. 3. return for landing; cleared for take-off. 4. cleared to land; cleared for take-off.

A flashing white light directed at an aircraft on the manoeuvring area of an airportmeans

stop. return to starting point on the airport. cleared to taxi. taxi clear of landing area in use.

Blinking runway lights advises vehicles and pedestrians to

return to the apron. vacate the runways immediately. be aware that an emergency is in progress; continue with caution. be aware that an emergency is in progress; hold your position.

This information is mentioned in (airservicesaustralia,2013)

Colourƒ

Runway markings are white(although yellow taxiway centrelines may lead on,lead off, or cross the runway).

Taxiway markings are yellow.

Markings on aprons and in ramp areas may include other colours(e.g. it is common to mark vehicle roadways in white).

Taxiway marking patterns

ƒIf a marking pattern consists of two or more lines—some of which are solid and

some of which are dashed—these are runway holding position markings.

It is always permissible to cross from the dashed side to the solid side.

ATC permission is always required to cross from the solid side to the dashed side at an aerodrome with an operating control tower.

When instructed to ‘hold short’ always stop before the first solid line of the runway holding point marking as depicted below.

Figure01

Intermediate Holding Positions

Intermediate holding position markings show a holding position between taxiways. Youwill need to hold at these if ATC direct you to hold short of a particular taxiway.

figure02

Aerodrome signs – how to get from here to there safely

Along with aerodrome markings and lights, aerodrome signs are designed to assist you in navigating around an aerodrome.It is essential that you understand the colour coding and meaning of these five types of signs when taxiing on an aerodrome:

1. Location sign:

Identifies the taxiway you are currently located on. It has a yellow inscription on a black background

Figure03

Mandatory instruction sign:

Identifies the entrance to a runway or critical area, and areas prohibited for use by aircraft. It has a white inscription on a red background. You must obtain a clearance from ATC prior to proceeding past this point

Figure04

Direction sign:identifies the designations of taxiways leading out of an intersection along with an arrow indicating the approximate direction of turn needed to align the aircraft on that taxiway. They are located before the intersection, normally on the left side and normally with a location sign. It has a black inscription on a yellow background

figure05

Destination sign:Identifies with arrows the directions to specific destinations on the airfield (e.g. runways, terminals or airport services). It also has a black inscription on a yellow background

figure06

Sign arrays:Grouping of direction signs. Signs are orientated clockwise from left to right. Left turn signs are on the left of the location sign and right turn signs are on the right of the location sign.

Figure07

Aerodrome lighting

There are many different lighting combinations that may exist on some aerodromes, especially where aircraft operations are conducted in the lower visibility ranges. For taxiing operations around airfields, you should remember:

Runway edge lights are white (although on runways fitted with high intensity lighting, the runway edge lights within 600 m from the end of the runway will beyellow.)

Figure08

taxiway edge lights or reflectors are blue

figure09

taxiway centreline lights or reflectors are green

figure10

runway guard lights are flashing yellow lights (either in the pavement or located on the side of the taxiway) and highlight a runway holding point

figure11

High intensity approach lighting (HIAL) is red and white

Figure12

Communication capabilities of the users and the role of tower controller

This information is supported by (faa.gov,2014) sat the FAA’s air traffic controllers ensure the safe and efficient flight for about two million aviation passengers per day – or almost one billion people per year. Air traffic controllers safely manage more than 60 million aircraft annually to their destinations.

The U.S. air traffic controller workforce consists of approximately 15,000 dedicated and well-trained men and women working in air traffic control towers, terminal radar approach control centers, and en route control centers managing 30.2 million square miles of airspace.

Air Traffic Control Tower Controllers Work in the glassed-in towers you see at airports. They manage traffic from the airport to a radius of 3 to 30 miles out. They give pilots taxiing and take off instructions, air traffic clearance, and advice based on their own observations and experience. They provide separation between landing and departing aircraft, transfer control of aircraft to the en route center controllers when the aircraft leave their airspace, and receive control of aircraft on flights coming into their airspace.

Terminal Radar Approach Controllers Work in radar rooms, using terminal radar sensors to assist the aircraft until it reaches the edge of the facility’s airspace, usually about 20 to 50 miles from the airport and up to about 17,000 feet, before handing it off to the En Route Center Controllers

En Route Center Controllers Work in 21 centers across the country, in a location away from the airport. You will never see them during the course of your flight, but they will normally direct your aircraft for the bulk of your ride. Controlling traffic usually at or above 17,000 feet, the typical center has responsibility for more than 100,000 square miles of airspace generally extending over a number of states. These controllers give aircraft instructions, air traffic clearances and advice using radar or manual procedures they keep track of the thousands of planes in the sky at any one time. Due to the radar equipment, they work in semi-darkness and guide aircraft on the scope

Reference

faa.gov, (2014) Chapter 3- Airport Traffic Control- Terminal. [Online] Available at: Accessed on 2nd July 2014 Page

ivao.aero, (2014) Air traffic services. [Online] Available at: Accessed on 2nd July 2014 Page

flyingwithoutfear, (2014) air traffic control. [Online] Available at: Accessed on 2nd July 2014 Page

experimentalaircraft, (2014) Loss of communication. [Online] Available at: Accessed on 2nd July 2014 Page

tc.gc.ca. (2012) 2.0 Visual Signals. [Online] Available at:Accessed on 2nd July 2014 Page

airservicesaustralia, (2013) 6. Aerodrome markings, signs and lights. [Online] Available at:Accessed on 3rd July 2014 Page

faa.gov, (2014) Roles and Responsibilities of Air Traffic Control Facilities. [Online] Available at:Accessed on 3rd July 2014 Page

1

performance of aircraft – Free Essay Example

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The Second World War took place between 1939 and 1945, a time during which many reforms occurred. The nations that directly engaged in the war had to focus on aircraft as a high-performance combat weapon. However, the conclusion of the war in 1945 brought a number of positive improvements to the opportunities in the market. In the earlier pre-war years, the aircraft development rate reached 6000 aircraft a year (Joe, 2015). The era during which the war took place and the period that followed saw an increase in demand. The industry was the only one to develop as other industries failed. The other important factor that one can consider is the increased employment opportunities for citizens. America for instance produced aircraft in specific areas but after the Second World War the industry was nationalized. The players in the industry however faced various challenges, one being complex designs. The other challenge that faced the industry was lack of expertise. The increased production was not in line with man power available at the time proving a challenge. Nationalization of the industry also made it difficult for parts produced to be standardized.

The aircraft manufacturing industry ended up being one of the most progressive industries based on improved designs. Much improvement had not been made on designs the period before start of the war. The engines for instance had to be designed to accommodate the huge aircrafts that were in production. The increased use of aircrafts also demanded new models to be designed to increase numbers transported. An opportunity in expansion came as a result of increased use. It is hence clear that; end of the Second World War played a huge role in improving designs in production (Joe, 2015).

The aircrafts manufactured before the Second World War had low performance as the industry had not yet matured. The military aircraft for instance were designed to fly at certain altitudes similarly to commercial aircraft. The end of the war however pushed engineers to design high performance aircrafts. The engine performance for instance increased after the Second World War due to demands. Commercial planes for instance had to travel for long distances with increased demand. The Second World War in this case played a huge role in improving the overall aircraft industry.

The other factor that was put into consideration was materials used to produce various parts of the aircraft. The engine is the most important part as it helps in propulsion of the airplane. The turbo fan was introduced in a turbo jet in a bid to reduce the amount of fuel used per trip. Metal monocoque, a lighter metal was used to make the outer casing of the airplane due to increased airspeed (Joe, 2015). The interior material such as seats and interior designs used leather and other fabrics. The various improvements in material used were as a result of increased research in the field.

In a period of five years during which the war occurred, various improvements were made on airplanes one being increased production. The period before the war the aviation industry was ranked 41st, although this improved after the war (Joe, 2015). The various car manufacturing industries in United States were converted to airplane manufacturing industries. The new planes in development also had higher performance levels. It became possible for planes to make longer journeys without making a stop.

Reference

Joe, M. (2015). American Bomber Aircraft Development in World War 11. Air Power History, vol. 62, (2), 5-107.

🧩 Advanced Aircraft Performance Essay Example *️⃣ EssayHub

Discuss about the Advanced Aircraft Performance.

Introduction

The concept and phenomenon of the coffin corner has been a concept that has been unaddressed completely with proper and potential solutions. The continued accidents, for larger and commercial flights have been the causes for loss of many lives and through the challenges to the design of the aircraft and the operation of the aircrafts, if they accidentally enter the stall regions.

Discussion

Air France Flight 447 was a passenger flight that travels from Rio de Janeiro to Paris and France via Brazil. This flight was unfortunately crashed on June 1st, 2009. The flight was run and operated by Air France (Rapoport, 2011).

The flight was crashed after it entered an aerodynamic stall and later crashed and fell into Atlantic Ocean and killed the entire people, who aboard the flight, cabin crew, aircrew and total 228 passengers. So, the flight has entered high altitude stall and later impacted ocean.

According to the final report of BEA (Bureau d’Enquetes et d’Analyses pour la Securite de Aviation Civile), the crashing of the aircraft was done, after temporary inconsistencies that happened in between the measurements of airspeed. The inconsistence might have happened likely because of the pilot tubes of the aircraft, which were obstructed because of the ice crystals. This has caused disconnection to the autopilot. Eventually, the crew has responded and reacted incorrectly. It allowed the flight to enter the aerodynamic stall and it was made impossible to recover from it.

Flight 447 flew at the altitude of 35,000 feet, where the relationship between the stall speed of the aircraft and the sound’s speed has got the names called ‘the coffin corner’. The link here is about the shape of the plot of velocity of stall versus. At this point velocity is considered in terms of Mach number, which is the speed relative, the sound’s speed. The link here is only about the shape of plot, but not the meaning of ‘deadly to fly’.

Though there have been many incidents, where the coffin corner incident was occurred by many aircrafts, things were in control and the accidents were resulted because of the other failures and loss control. However, the threat of coffin corner cannot be violated or neglected, which can be serious prone to the aircraft crashes.

Coffin Corner

The concept of coffin corner has other names called Q corner or aerodynamic ceiling.

Figure: Coffin Corner

The concept of coffin corner can be understood as the altitude, at which stall speed of the fast fixed wing aircraft would be equal to the critical match number, at specific G-force loading and gross weight. The flight would be very difficult to stand in stable state at this altitude. Here, the flight has to maintain its minimum and maximum speeds based on two constraints. The minimum speed is the stall speed, so that the flight can be maintained without falling down by losing the altitude. The maximum speed is the critical mach number, which is the maximum number at which the air does not lose lift and travel over the wings, because of the separation of flow and shock waves. If the flight increases more than this speed, the flight starts losing lift and lose altitude, by pitching heavily nose down. Here, the word corner, from the coffin corner refers to the shape of triangle at flight envelope’s top chart, where critical mach number ad stall speed are joined at this point (Jonathan, 2010).

Since, the minimum and maximum speeds of the flight are very well associated with the coffin corner, the concept of coffin corner has become vital and essential to follow for the flights for stable movement, without falling or losing its altitude.

Implications Of Operation Of A Large Craft

High Altitude Upset is an important implication for regulated performance requirement for safer operation of the large crafts. Upset is interpreted as a loss of control, caused from stalling. The flight envelope, at higher altitude, the scope to increase the altitude or change the velocity is restricted greatly. It is caused from the thin air at altitude, which in turn gives two effects (Jonathan, 2010).

The first effect is that the sound becomes will be at higher altitude

The second effect is the stalling speed of the aircraft would be more in such thin air

So, if the flight continues to fly straight and gets levelled at higher subsonic speed, in such increased altitudes and the pilot tries to accelerate in such conditions, the flight moves close enough to sound’s speed and buffeting or sound barrier could be resulted. If the flight is tried to slow down, it would be easier to slow down to reach the stall speed of it. Then also the pilot would start feeling the buffeting, because of the stall effects. Buffet is the huge and dangerous feeling of vibration that could even be reached to 0.2g.

On the other hand, if the pilot attempts to move higher and climb upwards, at higher altitude and subsonic speed, buffeting can be induced, because of the increased attack angle in the thin air. This concept is coffin corner and it is not an exception for the modern flight.

Flight Performance Data

The performance data of the coffin corner experiment is confined largely confined to the aircrafts that are experimental and under test conditions. However, the data shows that the coffin corner has been affected to the commercial flights, such as Aircraft France Flight 447, Aircraft 330 and Pan American Boeing 707 (Jonathan, 2010).

Operations of a Large Aircraft

Figure: Diagram to show the difference found between Pitch angel and Angle of attack

Angle of Attack is considered as an angle found between te chord plane of the wing and the direction of travel of the plane. AoA is an important consideration to determine the stall speed. Pitch angle is considered as the angle in between horizontal and fuselarge centre line. The major difference found between the Pitch angle and AOA is that AOA, which could prevent the stall, cannot be considered as a feel that can be felt by the pilot, as the pilot is dependent on the instruments (Thompson, 2013). But the pilot can have at least some awareness of it, as it could affect the feeling of the pilot. However, Pitch angle cannot be considered as an important parameter to avoid stall.

When Air France 447 is considered, the accident was subjected to extremely detailed and reported by the authorities of France. It was a bizarre accident, in which one of its pilots behaved strangely, so was unaware of what the pilot was doing, because of freezing in panic completely. Unfortunately, the other pilots war unaware of the condition of this pilot and cannot interpret properly for the instrumentation. The result is the vanish of the aircraft and it recorded no Mayday calls, as the flight was landing in mid-Atlantic and no radar records were made available, as it was in the center of the ocean (Jonathan, 2010).

Almost after two years, from the accident, in 2011, recovery of the cockpit voice recorders and light data recorders were found. The accident was caused by the pilot probes, which was caused from the ice crystals. Then the automatic system was disconnected and there were incorrect speed indications shown. Though the captain and co-pilots were re-joined, it was after 1 minute 30 seconds, however, the flight went into stall situation. It fell from 35,000 ft. and within four minutes of time. The flight was perfectly alright with no mechanical or electrical malfunctions.

The Air France 447 accident is not influenced by the fuel consumption. Ideally, the amount of fuel can be as much as possible, however, it would depend on the weight and balance of the flight. Calculation of the fuel requirement for the aircraft depends on various variables and it legally depends on the fuel reserves needed for the regular trip and additional reserves that include diverted travel.

Emergency Response For A Large Aircraft

Airbus gave certain recommendations for changing the Pilot tubes model that are installed in A320, A340 and A330, in September, 2007, because of water ingress problems. However, Air France attempted to decide for replacing the A330’s pilot tubes, only in cases of failure and so it was not airworthiness directive. However, there have been the situations, in 2008, where airspeed data are lost during the flights, because of icing of pilot tubes, though it was temporary. Then Air France started accelerating the replacement programme for the Pilot tube. This program was implemented from 17th June 2009 (Rapoport, 2011). Later, the recovered cockpit voice recordings and recovered flight data recorders were enabled to record the details of what was happened to work out (Thompson, 2013).

Loading Solutions For A Large Aircraft

Loading solutions for aircrafts can now be done with the use of the technology, using software. The loading solution of the fuel is not an issue for the aircrafts addressing now.

According to the training of the pilot, the reaction after approaching the stall, the controls are to be moved or pushed forward. There are two sticks, both sides of the pilot and they act as game controllers. Both the pilots have these two sets of sticks and they move independent to each other. So, non-flying pilot does not the actions performed by the flying pilot (Rapoport, 2011).

The coffin corner and stalls situation have to be well handled to ensure that the aircraft does not get affected by the altitude and control.

Pilots have to be trained sufficiently to control the flight, in high-altitude stall recovery.

The angle of attack has to be inferred indirectly with reference to the speed, towards recognizing the stall and recovery.

The human machine interface has to provide the information that is unambiguous and clear, especially in the fault conditions.

Too many alarms should not bombard the pilots.

Sufficient training has to be provided to the pilots to ensure that they consistently maintain situation awareness. So, they should consistently retain a better mental model of the machine-system’s state.

Since the pilots are not engineers, they by default have to believe the data displayed and presented to them.

All the above solutions have not been addressed, especially, there is disconnect between the anticipation of the design engineer, about the rational and irrational behavior of the pilot and the design of the aircrafts. Eventually, the design aspects cannot be in such conditions that the aircrafts would continue to function and in control, irrespective of the irrational behavior of the pilot operator (Jonathan, 2010). Though many of the situations, handling stalls in coffin corner conditions has been addressed to some extent, there is no complete solution developed and implemented in the overall design and structure of the aircraft even in the modern aircraft design.

So, it cannot be said that the modern aircraft is not susceptible to the coffin corner phenomenon. There is no assurance from the designer till now that there cannot be danger of stalls and coffin corner for the modern aircrafts (Thompson, 2013). Though it is high performance aircraft, it can be concluded that it is not exception for the occurrence of the coffin corner.

Recommendations

Since the larger aircrafts, which have the probability to get into the stall area, through coffin corner, have to be built with the solutions. They are recommended to build the flights to travel within the specified limits. In addition to that, the pilot operators are to be well trained against operating the airplane safely in the coffin corner.

Conclusion

Air France 447 has been suffered from the coffin corner phenomenon. The same phenomenon has been occurred for another aircraft, A330 and Boeing, before its occurrence. Eventually, the phenomenon of coffin corner has come into a wider concept for discussion. The concept of the coffin corner has been experienced in the way that the aircraft enters into the stall and loses its control. When the aircraft enters into the stall, control of the aircraft becomes difficult, because of the challenges to maintain both the minimum and maximum speeds. Eventually, there are many implications resulted in the requirements of the regulated performance implications for the operation of the aircrafts. The performance of the flight becomes uncontrollable, no matter it is a small flight or larger flight. Performance of the flight should be in control, before entering the stall and it should be very well controlled, during the operation of the flight by the operators. The solutions are proposed, based on the experiences gained from the failure of the Air France 447. It is concluded that, since all the implications and challenges of the stalls and coffin cabin phenomenon are unaddressed completely to resolve, the modern larger flights are still susceptible to the phenomenon of coffin corner.

References

Alcock, Charles, (2011). Latest Report on AF447 Crash Calls for New Training and Flight Data. AINonline.

Hradecky, Simon, (2009). Incident: Air France A332 over Atlantic on Nov 30th 2009: Mayday call due to severe turbulence. The Aviation Herald.

Jonathan, (2010). Nova Working on Air France 447 Documentary. Nova. Air France 447.

Ranson, L. (2009). Air France 447 – Two A330 airspeed and altitude incidents under NTSB scrutiny. aviationnewsrelease.

Mindell, David, A. (2015). Our Robots, Ourselves: Robotics and the Myths of Autonomy. Penguin Random House.

N.V. (2011). The Difference Engine: Wild blue coffin corner. The Economist.

Otelli, Jean-Pierre, (2011). Erreurs de Pilotage (in French). Altipresse.

Palmer, Bill (2013). Understanding Air France 447. William Palmer.

Rapoport, R. (2011). The Rio/Paris Crash: Air France 447. Lexographic Press.

Nick, T. R., Neil, (2012). Air France Flight 447: ‘Damn it, we’re going to crash. UK: The Daily Telegraph.

Roberts, R., (2015). David Mindell on Our Robots, Ourselves. EconTalk (Podcast). Library of Economics and Liberty.

Swatton, Peter, J. (2011), Principles of Flight for Pilots, Chichester, UK: Wiley & Sons Ltd.

Thompson, J. (2013). “Safety in Engineering”. Retrieved September 2, 2016, from

Traufetter, Gerald, (2010). Death in the Atlantic: The Last Four Minutes of Air France Flight 447. Spiegel.

Tyson, Peter, (2010). Air France 447, One Year Out. Nova. PBS.

Wise, Jeff, (2009). How Plane Crash Forensics Lead to Safer Aviation. Popular Mechanics.

Aircraft performance and aviation management Essay

Topic: Psychology › Behavior Last updated: August 24, 2019

Aircraft Performance Aviation direction

Contentss Criteria PageMain aims of ATCPT 1:103Aircraft and land motions PT 1:2 03-04Communication failure M:2 05-07Steering country markers D:3 07-13Communication capablenesss PT 2:2 14Mentions 15Briefly discuss about the chief aims of Air Traffic Services?This information is supported by ( ivao.

aero,2014 ) says the aims of the air traffic services shall be to:

Prevent hits between aircraft

Prevent hits between aircraft on the manoeuvring country and obstructors on that country

Expedite and keep an orderly flow of air traffic ;

Provide advice and information useful for the safe and efficient behavior of flights

Notify appropriate organisations sing aircraft in demand of hunt and deliverance assistance, and help such organisations as required.

Explain how these aims affect the aircraft motions and land motions.This information is supported by ( faa.gov,2014 ) says Land accountants must interchange information as necessary for the safe and efficient usage of airdrome tracks and motion countries. This may be accomplished via verbal agencies, flight advancement strips, other written information, or mechanization shows. As a lower limit, supply aircraft designation and applicable runway/intersection/taxiway information as follows:

Land control must advise local control when a departing aircraft has been taxied to a track other than one antecedently designated as active.

Land control must advise local control of any aircraft taxied to an intersection for takeoff. This presentment may be accomplished by verbal agencies or by flight advancement strips.

When the tracks in usage for landing/departing aircraft are non seeable from the tower or the aircraft utilizing them are non seeable on radio detection and ranging, rede the local/ground accountant of the aircraft ‘s location before let go ofing the aircraft to the other accountant.

Aircraft motionsThis information was mentioned in ( flyingwithoutfear,2014 )

When an aircraft starts its journey it foremost has to acquire permission to get down its engines from a land accountant, so it will hold to acquire permission to force back from its base from another land accountant.

Prior to taxi-ing it will be given instructions to take a peculiar path to the active track harmonizing to its parking gate place and any other aircraft which are utilizing the same track.

This permission will be given by yet another land accountant. Before the aircraft is given clearance to take off it will hold to talk to the accountant whose exclusive occupation is to give permission to aircraft to take off or land.

When airborne, the pilots will alter to another frequence and speak to a going accountant who will give permission for the aircraft to mount to a higher height.

Once clear of other going and geting traffic the aircraft will reassign to an airways accountant who will give permission for the aircraft to mount to its cruising tallness.

The crew have to inquire for permission to go forth its cruising tallness before falling towards its finish. As the aircraft approaches the finish airdrome, assorted accountants will be responsible for its safe transition until it lands and parks at its reaching gate.

Analyse the physical visual aspect of the control tower and its part to accomplish these aims andexplainabout the communicating failure processs.This information is mentioned in ( faa.

gov, n.d ) says In the yesteryear, Airport Traffic Control Tower ( ATCT ) locating determinations have been significantly influenced by the upper tallness bounds imposed by terminal processs ( TERPS ) and controller sentiments. Because tower siting ( height and location ) affects airport safety and building costs, the FAA had no agencies to mensurate quantitatively the betterment in air traffic accountant visibleness that can be gained by altering the tower tallness and location on the airdrome surface, and there was no needed minimal standard for tower tallness.This information is supported by ( experimentalaircraft,2014 )Preflight –During preflight make certain that you have the right frequences with you: look into the AIP, NOTAMs, attack and/or enroute charts. Preflight besides means that you need to look into communications handiness for the airdromes and the path you plan to utilize. If non certain so a phone call with your finish will work out that job, besides ask if they accept NORDO ( No Radio ) aircraft.Garmin SL40 Aircraft Radio – Radio ‘s can go complex equipment when they are integrated into Garmin G1000 systems like EFIS. Standalone Icom, Bendix King or Apollo/Garmin wireless ‘s are truly easy to command.

Having the pilots speedy mention manual in your flight bag or with the aircraft certification or manual can be a large aid. It will salvage the twenty-four hours should you go baffled about any map of the wireless.ATC light gun –Some air power charts depict them: ATC light gun signals. Make certain you know them by bosom or transport a transcript of their significance with you. Practice these signals every one time in a piece.Frequency alteration –If contact can non be established after a frequence alteration, travel back to the old frequence or channel and verify with the accountant that you have the right frequence. This is first thing you must make in this instance.Second wireless –If you suspect that your wireless has failed and you have a 2nd one, set that frequence in the other wireless and seek once more.

When I fly an aircraft with multiple wireless ‘s I plan to utilize all of them, and during a handover I set the following frequence into the other wireless and usage that one. This manner I ever have both wireless ‘s checkered and functional. Should I need to exchange back, its done within a wink of an oculus on the intercom panel.Squelch puting –A put-down is used to stamp down the white noise when no station is conveying, turn the boss clockwise until the noise merely about disappears ( on wireless ‘s with an automatic put-down you need to draw or force the volume boss ) . Sometimes after exchanging and verifying that you have the right frequence and that the wireless is runing right it might be that you are merely to far off ( or winging excessively low ) for the following station. Its signal strength is merely excessively weak to open the put-down you will hear nil.

First thing I do is to open up the put-down manually ( pull/push the volume boss ) and listen to the noise/static and other aircraft and retransmit when able. Opportunities are that you hear them naming you merely above the noise degree. By the clip you get closer, the signal strength will hold improved plenty so that you can utilize the put-down once more.Radio Failure –It will non go on that frequently but radio ‘s can neglect and holding a 2nd on standby will salvage the twenty-four hours. Should it go on, seek drawing the fuse wait a twosome of proceedingss and push it in once more.

This might reset the wireless. Should this neglect so and you have merely one wireless, set 7600 on the transponder and find if you need to deviate to an airdrome where NORAD aircraft are allowed. It is advisable to name ATC after set downing to explicate the state of affairs.Altitude –VHF communications rely on aerial ‘s to be in line of sight of each other to be able to have their signals. Should you non hear the other station so ascent, if possible, a twosome of 1000 pess.

This will better the scope in which you can reach stations.HF communications rely on wireless moving ridge extension by the Earth ‘s Ionosphere and line of sight is non so much of an issue here.Relaying-At times you may happen that other, perchance higher winging aircraft, are willing to relay your message to the land station.

Sometimes even without inquiring, because they can hear you and the land station and its obvious to them that you can non make or hear ATC.TransponderAircraft Transponder – The transponder codification for lost communications is 7600 in any manner ( A/C/S ) . Puting this codification will pealing bells in ATC installations and you will most definately acquire their attending! Again, make certain to explicate the state of affairs after set downing.Diversion – If all else fails and your finish is a controlled airdrome where wireless communications are compulsory, so by all agencies divert to an airdrome where you can set down without a wireless and hold your wireless checked by a wireless store before you continue on to your concluding finish. Pass overing the signal country before come ining the circuit/pattern is a wise determination at that clip.Describe about the ocular signals and their usage,colorss and effects of the markers.

Besidesplace other markers in the manoeuvring country and their usage.This information was mentioned in ( tc.gc.ca,2012 ) says A series of green flashes directed at an aircraft means severally

in flight on the land 1. cleared to land ; cleared to taxi. 2. return for landing ; cleared for take-off. 3. return for landing ; cleared to taxi. 4. cleared to land ; cleared for take-off.

A steady ruddy visible radiation directed at an aircraft agencies

in flight on the land 1. give manner to other aircraft and go on circling ; halt. 2. give manner to other aircraft and go on circling ; cab clear of set downing country in usage. 3. airdrome unsafe do non set down ; cab clear of set downing country in usage. 4. airdrome unsafe do non set down ; halt.

A series of ruddy flashes directed at an aircraft means severally

in flight on the land 1. airdrome unsafe, do non set down ; cab clear of set downing country in usage. 2. give manner to other aircraft and go on circling ; halt. 3. make non set down for clip being ; return to get downing point on airdrome. 4. you are in forbidden country, alter class ; halt.

A steady green visible radiation directed at an aircraft means severally

in flight on the land 1. cleared to land ; cleared to taxi. 2. return for landing ; cleared to taxi. 3. return for landing ; cleared for take-off. 4. cleared to land ; cleared for take-off.

A flashing white visible radiation directed at an aircraft on the maneuvering country of an airportmeans

halt. return to get downing point on the airdrome. cleared to taxi. cab clear of set downing country in usage.

Blinking runway visible radiations advises vehicles and walkers to

return to the apron. resign the tracks instantly. be cognizant that an exigency is in advancement ; continue with cautiousness. be cognizant that an exigency is in advancement ; keep your place.

This information is mentioned in ( airservicesaustralia,2013 )Colour?

Runway markers are white ( although xanthous taxi strip centrelines may take on, take off, or traverse the track ) .

Taxiway markers are xanthous.

Markers on aprons and in ramp countries may include other colorss ( e. g. it is common to tag vehicle roadways in white ) .

Taxiway marker forms?If a marker form consists of two or more lines—some of which are solid andsome of which are dashed—these are runway keeping place markers.

It is ever allowable to traverse from the dotted side to the solid side.

ATC permission is ever required to traverse from the solid side to the dotted side at an airport with an operating control tower.

When instructed to ‘hold short’ ever halt before the first solid line of the track keeping point marker as depicted below.

Figure01Intermediate Holding PositionsIntermediate keeping place markers show a keeping place between taxi strips. Youwill need to keep at these if ATC direct you to keep short of a peculiar taxi strip. Aerodrome marks – how to acquire from here to there safelyAlong with aerodrome markers and visible radiations, aerodrome marks are designed to help you in voyaging around an aerodrome.It is indispensable that you understand the coloring material cryptography and significance of these five types of marks when taxiing on an airport:1. Location mark:Identifies the taxi strip you are presently located on.

It has a xanthous lettering on a black background Compulsory direction mark:Identifies the entryway to a track or critical country, and countries prohibited for usage by aircraft. It has a white lettering on a ruddy background. You must obtain a clearance from ATC prior to continuing past this point Figure04Direction mark:identifies the appellations of taxi strips taking out of an intersection along with an pointer bespeaking the approximative way of bend needed to aline the aircraft on that taxi strip. They are located before the intersection, usually on the left side and usually with a location mark.

It has a black lettering on a xanthous background Destination mark:Identifies with pointers the waies to specific finishs on the landing field ( e.g. tracks, terminuss or airport services ) . It besides has a black lettering on a xanthous background Sign arrays:Grouping of way marks.

Signs are orientated clockwise from left to compensate. Left bend marks are on the left of the location mark and right bend marks are on the right of the location mark. Aerodrome lightingThere are many different illuming combinations that may be on some airports, particularly where aircraft operations are conducted in the lower visibleness ranges.

For taxiing operations around landing fields, you should retrieve:

Free Effects Of Weather Conditions On Aircraft Performance Essays

Essay

Introduction

Air transport is considered to be one of the most weather-dependent industries. To ensure the normal operation the most complete, detailed information about the current and expected weather conditions is required. Meteorological conditions have a vital influence not only on the economic performance of the vehicles, but as well on traffic safety, on which numerous lives and health of passengers depend every single day. According to the International Civil Aviation Organization (ICAO) weather conditions have been officially recognized as the cause of 6 to 20% of accidents for the last 25 years, and that is not taking into account the number of cases that were indirectly caused by poor weather conditions.

Weather conditions that might cause a flight to be delayed, or crash are called weather minima. These include the visibility, the altitude of clouds, the wind speed, directions for pilots, the type of aircraft, and airfields. When those weather conditions are below the actual minimum, the operation of aircrafts is strictly prohibited for safety reasons. That is the reason for improvement of the airborne and ground equipment systems. Weather conditions that are dangerous to aviation include thunderstorms, squalls, fog, ice, heavy rains, hail, blizzards, dust storms, low clouds, air turbulence. Static electricity in the clouds is another danger that is worth mentioning, as well, as snow drifts, slush and ice on the runways, and treacherous wind changes.

Air perturbation during a thunderstorm is one of the most dangerous phenomena in the aircraft industry. This phenomenon is capable of throwing the aircraft into turbulence, even if the plane is equipped with all of the necessary stabilization technology, and is piloted by a professional. Powerful ascending and descending air currents inside the clouds pose a great threat to the aircraft and the crew, along with a bit possibility of the aircraft being struck by lightning.

A lightning strike (a static discharge) occurs often during thunderstorms, in which the airplanes simply cannot avoid falling into. In most cases, the damage done to the aircraft by lightning is not that serious, however, they always entail high costs. During the lightning the onboard antennas get affected on, and as a result such aircraft must be withdrawn from service, with all of its communication and navigation equipment checked and re-adjusted, if needed. The needed scan of the entire aircraft and the repair of damaged parts lead to the loss of expensive flying time and profit. For this reason aircrafts are equipped with the needed means of lightning protection. Such a protection is a metal airframe that protects passengers and crew inside the aircraft from lightning. Modern airplanes can be fully protected against lightning by taking simple appropriate measures during the aircraft manufacturing.

Everyone who flew in the disturbed air is probably familiar with turbulence that often becomes the main danger that brings the plane down. Continuous and sharp changes of speed and direction of air flows are the main causes of the chaotic. Sudden gusts of wind of large velocity can greatly increase the load acting on the plane, which rises with the increasing speed of air and the speed of the aircraft.

Fog is another threat that pilots face in their everyday routine. Aircraft Accident Analysis of the period from 1947 to 1953 indicates that the loss of direction during takeoff, immediate crashes after takeoff or climb, landing on an uneven fields, landing on the runways, aircrafts rolling out beyond the runways, crash landings on instruments , etc. took place mainly because of limited visibility caused by fog. And it is regardless of any geographical area that limited visibility at fog continues to be one of the major problems during takeoffs and landings of the aircrafts.

Hail is still one of the most dangerous phenomena for the aircraft, when flying in a thunderstorm, despite statistics stating that death of aircrafts caused by hail is very rare. Hail mainly damage the forward, the front glass lantern, and wing leading edge, and when even flying at normal cruising speed hail produces a lot of cracks. The degree of the inflicted damage by hail depends on the size of hail grain, on the flight speed, and on strength of the aircraft fuselage materials.

The danger of icing can lead to the deterioration of the aerodynamic properties of the aircraft, the loss of its resilience. When the icing occurs the pilot must know the reasons for the ice formation, and should be to deal with such situation. For this pilots should avoid areas where icing is possible.

Conclusion

Aircraft safety on the ground and in the air is the most important issue of the aviation. Each flight is based on meteorological conditions, and the success of flights is only possible with proper accounting of the actual state and the expected changes in the weather.

References

Chapter 2.. Retrieved from FAA website: http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2011.pdf

Kulesa, G.. Weather and Aviation:How Does Weather Affect the Safety and Operations of Airports and Aviation, and How Does FAA Work to Manage Weather-related Effects? Retrieved from http://climate.dot.gov/documents/workshop1002/kulesa.pdf

WEATHER EFFECTS ON AVIATION.. Retrieved from http://library.enlisted.info/field-manuals/series-2/FM34_811/APPE.PDF

Wienert, U. (2010). Climate Change and its Possible Impact on Aviation: What are the Consequences (Threats)? Retrieved from International Air Safety & Climate Change Conference website: http://www.easa.europa.eu/conferences/iascc/doc/Workshop%201%20Presentations/Workshop1_DAY%201/2_Wienert_DWD/Aviation%20&%20Climate%20Change300710_TD.pdf

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