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C.I. =
3 - All engines operating cruise speeds
Unit : kg / mn
Range : 0 to 200
A project supported by AIRBUS and the CAAC
Date of the module
Extreme values of cost index :
C.I. = 0 MR Mach
C.I. max Maximum Mach
Number
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
Extreme values of cost index :
C.I. = 0 MR Mach
C.I. max Maximum Mach
Number
Increase in cost index Increase in Mach
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
ECON Mach MR Mach
At constant Zp , when weight decreases, ECON Mach does so
At constant weight, when Zp increases, ECON Mach does so
3 - All engines operating cruise speeds
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
SR =
ao M L/D
Csp
T To
mg
When Zp increases, for a
given aircraft weight,
SR follows lift-to-drag ratio
variations.
(without taking into account the low
variations of reduced Csp )
For a given Mach number :
constant
At level flight : mg = 0,7 S P CL M2
When Zp increases (P decreases), then CL must be increased
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
CL
M
lift-to-drag ratio increases...
When Zp increases, CL must increase
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
CL
M
CL
Lift-to-drag increases,
reaches a maximum,
and then decreases
SR increases,
reaches a maximum,
and then decreases
Zp
SR
m M
L/D max
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
SR
m M
For the given Mach and weight, there is an optimum altitude
at which the aircraft has the best lift-to-drag ratio.
Optimum
altitude
CL Zp
M
CL
L/D max
CD
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
When weight decreases SR increases
At optimum altitude : L/D max CL fixed
With burn off :
mg = 0,7 S P CL M2
constant
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
When weight decreases SR increases
At optimum altitude : L/D max CL fixed
With burn off :
At optimum altitude :
mP
is constant
4 -Altitude optimisation
mg = 0,7 S P CL M2
constant
A project supported by AIRBUS and the CAAC
Date of the module
Optimum altitude :
Zp
SR
m1 m > m2
mP
= ct
SR increases with burn off
Optimum altitude increases too
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
Optimum altitude :
Zp
SR
Optimum altitude
m1 > m2 > m3
Zp
weight
burn off
mP
= ct
4 -Altitude optimisation
A project supported by AIRBUS and the CAAC
Date of the module
1 - Direct operating cost
2 - Specific range
3 - All engines operating cruise speeds
4 - Altitude optimisation
5 - Maximum cruise altitude
6 - Buffet limit
7 – ATC requirment
8 - Cruise optimisation
Table of Contents
A project supported by AIRBUS and the CAAC
Date of the module
ISA + 20
Engine limitation Maximum Cruise Thrust
ISA or below
MCrT limits
Cruise Mach
SR
M
Zp1
m3
m2
m1
At weight m2, with cruise Mach,
MCT cruise is reached at Zp1.
5 - Maximum cruise altitude
A project supported by AIRBUS and the CAAC
Date of the module
SR
M
m3
m2
m1
ISA or below
ISA + 20
ISA + 20
ISA or
below
Cruise Mach
Engine limitation Maximum Cruise Thrust
MCrT limits
Zp1 SR
M
m3
m2
m1
Cruise Mach
Zp2 > Zp1
MCrT is more limitative
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flight operation 飞行运行概述(27)
