Fundamentals in Aeronautical Engineering Commercial Plane - Term Paper Example

Fundamentals in Aeronautical Engineering Name: Course: Lecturer: Institution: City & State: Date: List of abbreviations AFH/POH Airplane Flight Manual/Pilot’s Operating Handbook EASA European Aviation Safety Agency FAA Federal Aviation Administration MTOW Maximum take-off weight EAS Equivalent Airspeed V1 Critical Engine failure speed Table of Contents List of abbreviations ii Table of Contents iii Figures iv Executive summary 5 Introduction 6 Task 1: Comparison of the B737-800 and A320-232 airbus family 7 Task 2 9 Task 3: 10 Task 4 11 Task 5 12 Task 6: key areas to look out for 13 Costs 13 MRO 13 Reputation 14 Reliability 14 Fuel consumption 15 Range 15 MTOW 15 Seating configurations 16 Appraisal/critique for selecting the best airplane for hire 17 Findings and recommendations 17 Ground effect 18 Conclusions 19 References 20 Figures Figure 1: profile for the flight take from 2450 NMS-1 9 Figure 2: landing distance 10 Figure 3: comparison for both cases from 2003 to 2013 11 Figure 4: a graph of passengers and their movements 12 Figure 5: wing height and span 19 Executive summary Aircraft performance depends solely upon many factors that include airplane weight, environment of the runway, atmospheric conditions, including the central physical laws that govern the forces that are upon the airplane. It is essential that every pilot to have an operational manual handbook. This contains the necessary data that they require in operating the plane and it has data pertaining take off, range, climb, descent, endurance and landing. Using the study material present in the pilot’s operating manual, it is easier to get considerable knowledge that familiarizes you with the operation procedures. It is important that the manufacturers furnish AFH/POH manual data that are not standardized to enable the operators to learn and understand the manuals. In most cases, manufacturers provide tabular data, while others do use graphs that help in navigation and data analysis. Therefore, it is significant to understand the atmospheric characteristics that will dominate the performance effects in operation. Introduction In aeronautical engineering flight-testing is necessary to gather the aircraft data or analyze the aerodynamics of the flight. Further, it serves as the key characteristic to validate the aircraft design as well as it safety aspects. Flight-testing is the phase in aeronautical engineering that performs two major tasks: to find and fix any complications that might develop in the aircraft. Secondly, it is done to help in documentation regarding the flight capability for customer acceptance or government certification. In essence, this paper is specially for testing the aircraft performance for customer acceptance, which is an analysis of two models the Boeing 737-800 and the airbus A320-232 for hire in 5-year term. Essentially, this paper analysis the performance for these designs giving the performance criteria that may be used when selecting the best design for the task. Further, it can be note that the selecting criteria that will be use in determining the best model to use in this contract will have a number of factors to consider (Campbell Jr, 2011). These factors will be based on performance as well as service delivery to the customer. Commercial flight-testing is the main testing criteria that will be use to test these aircrafts based on the safety and performance to meet the government certification agency. As in Europe and America, the flight testing performance must pass the EASA and FAA testing. Thus, the commercial success of the aircraft must meet the pilot’s flight manual and aircraft’s manual requirements. Task 1: Comparison of the B737-800 and A320-232 airbus family Comparison factor/aircraft A320-232 B737-800 1 Total orders for the aircraft type 6433 10871 2 Total deliveries for the aircraft type 37.41 m3 (1,321 cu ft) 7× LD3-46 822–1,373 cu ft (23.3–38.9 m3) 3 Aircrafts in operation for the aircraft type 3 3 4 Customers/operators list 2 2 5 Maximum Range 3,400 - 3,500 nmi (6,300 - 6,500 km; 3,900 -4,000 mi) with sharklets 3,050–5,510 nmi (5,650–10,200 km; 3,510–6,340 mi) with sharklets 6 Engine powered 2, CFM56-5 series 2, CFM56-7 series 7 Dimensions and Key data Wing area 122.6 m2 (1,320 sq ft) 125.00 m2 1,345 ft2 Wing span 34.10 m (111 ft 11 in) 34.30 m (112 ft 6 in) 8 Maximum payload 500 kg (1,100 lb) 9 Passenger seating capacity in 2-class configuration 150 162 10 Freight capacity 180 (1-class, maximum) 150 (2-class, typical) 149 - 189 (maximum) 108 - 146 (2-class, typical) 11 Maximum speed in Mach number M0.78 M0.785 12 MTOW 77 t (170,000 lb) 797 t (174,000 lbs) 13 Maximum Landing weight 111–120 kN (25,000–27,000 lbf) 19,500–27,300 lbf (87–121 kN) 14 Maximum fuel capacity (or usable fuel) standard 24,210 L (5,330 imp gal; 6,400 US gal) optional 30,190 L (6,640 imp gal; 7,980 US gal) Optional 6,875 US gal (26,020 l; 5,725 imp gal 15 Cabin layout Length 37.57 m (123 ft 3 in) 39.50 m (129 ft 7 in) Width 11.70 m (38 ft 4 in) 12.50 m (41 ft 0 in) 16 Fuel flows for climbing and descend for any typical aircraft velocity 3,429 imp gal (15,590 L) - 5,154 imp gal (23,430 L) 5,160 US gal (19,500 l; 4,300 imp gal) Table 1: Airplane specifications Task 2 Using 18 knots headwind it is essential to step-down the distance with 20 percent. Multiply 1,325 feet by 20 percent, which  Take distance is given as,  For the climb initial to 1500ft climb speed is  Engine speed at take off,  At 15000 ft  which is the speed. Figure 1: profile for the flight take from 2450 NMS-1 With the cruise power at 30 NM the cruise speed = 2450 NMS-1 For the plane to climb to 25000ft, climb speed should be, 25000/120= 208 NMS-1 Figure 2: landing distance Cruise 80 NM at FL250 Cruise speed = 9 knots at 9 For Climb to 38000 feet (FL380) the plane would have a cruise speed of 25 knots Level off and cruise FL380 until 120NM from BHX airport for any plane will at a reducing speed by 60 % to 0.9 knots Descend at 15000 feet will take 3 minutes to land, thus this allows the plane to land at 500ft/s Holding at FL150 for 5 minutes will allow the plane for safe landing to 0 ft/sec Task 3: For both aircrafts, the climb gradient is best described as the gain required for a given distance. The plane gain 2.4 percent of the distance to climb. Therefore, from the take run away the plane has 35 ft height that must be covered at the end of the run away. The most critical time is climb for the plane to reach 1500ft after the full take off power. This time the plane has full gradient to settle the two engines at 2.7 percentage of the climb height. For the plane to cruise from 400 ft to 1500ft, it reaches the maximum power at the required continuous 1.2 percent 5 minutes setting. Task 4 Table 2: table for both cases from 2003 to 2013 Type total back log total 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 A320-232 6433 3038 3395 203 232 306 297 221 209 194 164 121 101 119 B737-800 10871 7604 3267 179 425 372 376 372 290 330 212 202 173 223 Figure 3: comparison for both cases from 2003 to 2013 Task 5 Table 3: A table of passengers and their movements Figure 4: a graph of passengers and their movements Task 6: key areas to look out for Costs Most clients consider cost as the most important factor in business. Yes it is, if the dealer offers you a good deal that will provide quality services to you then you have to take the deal. Generally, high costs tend to scare most clients although price and quality are proportional to each other. The cheaper the deal the poor the services, thus, it is ideal to follow the need to have quality services for your clients when planning to hire an airplane. Usually, low cost airplane hiring tends to have poor services that come with increased cost of maintenance. Therefore, considering the use of cheap commodities is consequently expensive in the sense incur that higher cost wil always with time. Essentially, class goes with expense, thus making the airplane classy will always have a way to attract its clients. MRO Maximum range weighs for a plane is the one of the options that you must consider when planning to hire a plan for commercial use. This is necessary in that it will always be logical to use standardized plane. This means that the plane must have undergone government certification, hence can provide services to the public without failures. Proper testing before actual hiring and signing into a contract is the most ideal case, which allows the customer to determine the best characteristics that he/she is looking for with the help of expertise employed from the external source of information. Further, it should always be clear to the customer that before they engage into hiring a plane, they need to have adequate technical knowhow of the condition of the airplane they will hire. Reputation Good name, best services, timely services, safety, less complications, these are most of the best areas that maintain the product’s reputation. Therefore, every airplane that is used in commercial purposes must maintain its reputation, which must come from the service provider. Thus when hiring an airplane, it should have a good record of accomplishment that shows quality services offered to the clients. With this information, it is easy to learn the reputation that a given dealer deserves. Airline companies have a good track of having best reputation in term of service offered to the clients. This way they ensure that the customer demands are met even before the customer has a chance to complain, the issue is always tackled. This makes the companies well versed in the information to the clients. With time the company, acquires a reputable name they sells it to general public, which further enable them to generate quality services. Reliability How reliable can an airline company be? Often, then airplane owner will always ensure their clients are given quality services. This come in a package where the airplane used must be in good condition, which will allow the client to have the best service that they deserve. Therefore, a reliable plane will always reach destination without complications, failure or any shortcomings when in service. It allows the owner to have a chance to sell his company name and maintain the plane’s reputation, since it happens to be more reliable in service charter. Reliability in airplane is the key consideration that must always become a factor to consider when planning to hire the airplane. If the aircraft cannot offer you the projected services, then you do not need it, else you can employ other means to serve the same purpose. Therefore, the issue about reliability must always be adhered to in the hiring process. Fuel consumption Fuel gulping in aircrafts in very critical considering the prices changes in the industry. This is in large the major factor that discourages most of the users in engaging in this business. This is with the effect to the need to use an aircraft that will need to use low fuel at take off, climbing and when cruising. If the fuel usage in these sections is economical compare the initial consumption rate, then reaching out for an alternative is the ideal factor to put into action. Range Each plane has range level, for instance the Airbus A320 has a short to medium range that it is uses when cruising. This is used in all aircrafts to determine the possibility to fail or succeed in the time for operation. MTOW Maximum takeoff weight of a plane must fit with the FAA and EASA standard requirements to have proper possibility of the plane to take off safely with a given amount of weight. With such consideration, the aircraft can attain the required heights at the safest time possible without failing. Further, it should be noted that maximum take-off weight will always determine the capacity of the plane as well as the safety issues when observed at take off. For a plane that cannot take off safely at its maximum weight, then there is no need to hire its service because it is doomed to fail. Failing for an aircraft is the most critical issue that must be avoided as much as possible to ensure the passengers are safe and they should not have to fear on the plane to fail to handle load in it. Seating configurations Clearly, the aircraft must be able to handle its capacity without failure. In addition, the passengers must enjoy the comfort in the aircraft. The passenger sitting position is always a key factor to have them in their expected section in the plane. If the sitting configuration does not fit the customer taste then, few will have the need to be in that aircraft. Consequently, this will lower the reputation rated for the services offered to your company. Therefore, upgrading in sectors in the aircraft is essential in capturing the interest of the client. Further, there are many clients who always find it hard to cope with the environment around them, if the seating configuration is squeezed. They prefer free space and free area they can walk out without disturbing the other clients. Appraisal/critique for selecting the best airplane for hire When planning to hire a plane, the most appropriate appraisal technique that you have employed the organizational behavior and the customer trend and response. This way the above factors become the key follow-ups for the expected positive results. In addition, there is major issue that the clients must always be satisfied to maintain the reputation for the company. Findings and recommendations Every airplane must pass through a testing by FAA, which certifies the airplane as appropriate to run through the given airline (David, & Scott, 2009). Thus, each airplane fitted with the internal-combustion engine will feel very small, if any, change of particular range up to its sheer altitude. There is little fluctuation of brake particular fuel intake for measures of brake horsepower under the utmost cruise power evaluation of the engine. Thus, an increment in altitude will develop a decrement in particular range only when the altered power demand surpasses the utmost cruise power ranking of the engine. Supercharging has an advantage in that the power to cruise is maintainable at greater altitude, and thus it’s clear that the airplane may attain the range high altitude that are matching to an increase in true airspeed. The primary deviations in high altitude cruise as well as at low altitude cruise include the true airspeeds as well as the climb fuel demands. Ground effect Ground effect is cause by surface disturbance with the pattern flow that is along the airplane in flight. It can be observed and determined at an altitude that is adequate to one wing span over the surface (Sutter, 2006). Nevertheless, ground effect becomes very substantial when the airplane (particularly the low-wing airplane) is keeping a unvarying attitude at very low airspeed while maintaining low altitude (for instance, on landing time ahead of touchdown, and on takeoff time as the airplane. As the airplane land to the ground maintaining the angle of attack, it ensure that the airspeed is maintained taking care of the external effects. Further, as the plane move to landing, it must use a reduce wing angle as well as the drag reduces consequently to allow the plane to produce constant angle of attack. Fig 5 is a graph of the wing attack height and span for a plane decelerating at a constant speed. Figure 5: wing height and span Conclusions An airplane working at low airspeed, and pitch attitude power that has a higher attack for a short-field landing gives an exemplary operating in the area of inverted command. If an intolerably eminent sink rate should arise, it may be easier for the airplane pilot to lower or block the descent by employing power (Aris, S., 2002). Nevertheless, not using the power, the airplane can likely stall or be incompetent of aflare for the landing. Simply descending the horn in of the airplane to recover its speed of flying without applying power use it would lead to a speedy sink rate and matching release of altitude. For instant in a soft-field takeoff and the plane climb, for example, the pilot attempts to climb out of ground effect without first attaining normal climbing gear attitude and the required airspeed, the airplane has a possibility to inadvertently get into the area of inverted command. References Airline Shares, July 23, 2008, Gain Despite Losses." The Wall Street Journal, p. B3. Aris, S., 2002, Close to the Sun, Aurum Press Ltd, London, UK. Campbell Jr, F. C., 2011, Manufacturing Technology for Aerospace Structural Materials, Elsivier, New York. David, A. F.& Scott E., 2009, Understanding Flight. Chicago: McGraw Hill. Eden, P. E., 2008, Civil Aircraft Today, Amber Books, London. Gunston, B., 2009, Airbus: The Complete Story, Haynes Publishing, Sparkford, Yeovil, Somerset. Jones, K.& Max, P., 2008, "Boeing-Airbus 2007 'diplomatic' finish, Chicago: McGraw Hill Payne, R. 2004, Stuck on the Drawing Board: Unbuilt British Commercial Aircraft, The History Press, London. Raymer, D. P., 2012 ,Aircraft Design: A Conceptual Approach, American Institute of Aeronautics and Astronautics, Redding, R. & Bill Y., 1997, Boeing: Planemaker to the World. Berkeley, Thunder Bay Press, California. Reed, A., 1992, Airbus: Europe's High Flyer, Norden Publishing House, Zürich, Sharpe, M., & Robbie, S., 2001, Boeing 737-100 and 200, MBI Publishing Company, St. Paul, Minnesota. Shaw, R., 1995, Boeing Jetliners, Osprey London, England. Sutter, J. 2006, Creating the World's Jumbo Jet and Other Adventures from a Life in Aviation, Smithsonian Books, Washington, D.C. Wensveen, J.G. 2007, Air Transportation: A Management Perspective, Ashgate Publishing, Burlington, Vermont. Read More

Task 1: Comparison of the B737-800 and A320-232 airbus family Comparison factor/aircraft A320-232 B737-800 1 Total orders for the aircraft type 6433 10871 2 Total deliveries for the aircraft type 37.41 m3 (1,321 cu ft) 7× LD3-46 822–1,373 cu ft (23.3–38.9 m3) 3 Aircrafts in operation for the aircraft type 3 3 4 Customers/operators list 2 2 5 Maximum Range 3,400 - 3,500 nmi (6,300 - 6,500 km; 3,900 -4,000 mi) with sharklets 3,050–5,510 nmi (5,650–10,200 km; 3,510–6,340 mi) with sharklets 6 Engine powered 2, CFM56-5 series 2, CFM56-7 series 7 Dimensions and Key data Wing area 122.

6 m2 (1,320 sq ft) 125.00 m2 1,345 ft2 Wing span 34.10 m (111 ft 11 in) 34.30 m (112 ft 6 in) 8 Maximum payload 500 kg (1,100 lb) 9 Passenger seating capacity in 2-class configuration 150 162 10 Freight capacity 180 (1-class, maximum) 150 (2-class, typical) 149 - 189 (maximum) 108 - 146 (2-class, typical) 11 Maximum speed in Mach number M0.78 M0.785 12 MTOW 77 t (170,000 lb) 797 t (174,000 lbs) 13 Maximum Landing weight 111–120 kN (25,000–27,000 lbf) 19,500–27,300 lbf (87–121 kN) 14 Maximum fuel capacity (or usable fuel) standard 24,210 L (5,330 imp gal; 6,400 US gal) optional 30,190 L (6,640 imp gal; 7,980 US gal) Optional 6,875 US gal (26,020 l; 5,725 imp gal 15 Cabin layout Length 37.

57 m (123 ft 3 in) 39.50 m (129 ft 7 in) Width 11.70 m (38 ft 4 in) 12.50 m (41 ft 0 in) 16 Fuel flows for climbing and descend for any typical aircraft velocity 3,429 imp gal (15,590 L) - 5,154 imp gal (23,430 L) 5,160 US gal (19,500 l; 4,300 imp gal) Table 1: Airplane specifications Task 2 Using 18 knots headwind it is essential to step-down the distance with 20 percent. Multiply 1,325 feet by 20 percent, which  Take distance is given as,  For the climb initial to 1500ft climb speed is  Engine speed at take off,  At 15000 ft  which is the speed.

Figure 1: profile for the flight take from 2450 NMS-1 With the cruise power at 30 NM the cruise speed = 2450 NMS-1 For the plane to climb to 25000ft, climb speed should be, 25000/120= 208 NMS-1 Figure 2: landing distance Cruise 80 NM at FL250 Cruise speed = 9 knots at 9 For Climb to 38000 feet (FL380) the plane would have a cruise speed of 25 knots Level off and cruise FL380 until 120NM from BHX airport for any plane will at a reducing speed by 60 % to 0.9 knots Descend at 15000 feet will take 3 minutes to land, thus this allows the plane to land at 500ft/s Holding at FL150 for 5 minutes will allow the plane for safe landing to 0 ft/sec Task 3: For both aircrafts, the climb gradient is best described as the gain required for a given distance.

The plane gain 2.4 percent of the distance to climb. Therefore, from the take run away the plane has 35 ft height that must be covered at the end of the run away. The most critical time is climb for the plane to reach 1500ft after the full take off power. This time the plane has full gradient to settle the two engines at 2.7 percentage of the climb height. For the plane to cruise from 400 ft to 1500ft, it reaches the maximum power at the required continuous 1.2 percent 5 minutes setting. Task 4 Table 2: table for both cases from 2003 to 2013 Type total back log total 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 A320-232 6433 3038 3395 203 232 306 297 221 209 194 164 121 101 119 B737-800 10871 7604 3267 179 425 372 376 372 290 330 212 202 173 223 Figure 3: comparison for both cases from 2003 to 2013 Task 5 Table 3: A table of passengers and their movements Figure 4: a graph of passengers and their movements Task 6: key areas to look out for Costs Most clients consider cost as the most important factor in business.

Yes it is, if the dealer offers you a good deal that will provide quality services to you then you have to take the deal. Generally, high costs tend to scare most clients although price and quality are proportional to each other. The cheaper the deal the poor the services, thus, it is ideal to follow the need to have quality services for your clients when planning to hire an airplane.

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