Exercise 2 Climb updated 1-12-2024 (1)
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Feb 20, 2024
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AS 420 Flight Technique Analysis Exercise 2 (ver. 1-12-2024)
Jet Transport Climb Profiles OBJECTIVE: To be able to explain the various factors to maximize climb performance in a jet transport aircraft. Further to be able to explain the different climb profiles. MANEUVERS: Maneuver 2.1
(AS420_Climb2.1 REVISED 1-12-24.situ)
255 KIAS/M 0.78 climb.
Initial Conditions Altitude
1,000’ Weight
800,000 pounds Flaps
0 degrees Gear
Up N1/EPR
Max Continuous
Airspeed
255 KIAS/M 0.78
Procedure: These situations start on MOTION FREEZE. Press M to release motion freeze. Keeping engines at Maximum Continuous Thrust (MCT), autopilot VNAV climb to FL 330 at 255 KIAS until reaching M 0.78, then continue at M 0.78. **NOTE**Once established on a speed, you may speed up time to 16 x maximum, but will need to slow time down to 2x when approaching level off.
Maneuver 2.2
(AS420_Climb2.2 REVISED 1-12-24.situ)
255/285 KIAS/M 0.78 climb.
Initial Conditions Altitude 1,000’ Weight
800,000 pounds Flaps
0 degrees Gear
Up
N1/EPR
Max Continuous
Airspeed
255/285 KIAS/M 0.78 Procedure: Keeping engines at Maximum Continuous Thrust (MCT), autopilot VNAV climb to 10,000’, then accelerate to 285 until reaching M 0.78, then continue at M 0.78 to FL330. **NOTE**Once established on a speed, you may speed up time to 16 x maximum, but will need
to slow time down to 2x when accelerating to 285 KIAS and when approaching level off.
Maneuver 2.3
(AS420_Climb2.3 REVISED 1-12-24.situ)
255/320 KIAS/M 0.78 climb.
Initial Conditions Altitude
1,000’ Weight
800,000 pounds Flaps
0 degrees Gear
Up N1/EPR
Max Continuous
Airspeed
255/320 KIAS/M 0.78 Procedure: Keeping engines at Maximum Continuous Thrust (MCT), autopilot VNAV climb to 10,000’, then accelerate to 320 until reaching M 0.78, then continue at M 0.78 to FL330. **NOTE**Once established on a speed, you may speed up time to 16 x maximum, but will need
to slow time down to 2x when accelerating to 320 KIAS and when approaching level off. Maneuver 2.4
(AS420_Climb2.4 REVISED 9-27-19.situ)
255/M 0.78 climb.
Initial Conditions Altitude
1,000’ Weight
800,000 pounds Flaps
0 degrees Gear
Up N1/EPR
Max Continuous
Airspeed
255 KIAS/M 0.78
Procedure: Keeping engines at Maximum Continuous Thrust (MCT), autopilot VNAV climb at 255 KIAS until reaching 10,000’, level off and try to accelerate to and continue at M 0.78. Hint:
you won’t initially be able to accelerate to M 0.78 at lower altitudes because you’ll be limited by VMO (max equiv/indicated. Once you get to VMO/MMO start your climb until you can intercept .78 **NOTE**For this situation, you can speed time only to 2x, possibly 4x, because the pitch is too sensitive at VMO.
Maneuver 2.5
(AS420_Climb2.5 1-12-24.situ)
Mach crossover climb 255/320 KIAS.
Initial Conditions
Altitude
1,000’ Weight
800,000 pounds Flaps
0 degrees Gear
Up N1/EPR
Max Continuous
Airspeed
255/320 KIAS
Procedure: With Maximum Continuous Thrust, autopilot VNAV climb to FL 330. Climb at 255 KIAS until 10,000 feet, level off and speed up to 320, then transition to climbing at 320 KIAS. **NOTE**Once established on a speed, you may speed up time to 16 x maximum, but will need
to slow time down to 2x when accelerating to 320 KIAS and when approaching level off.
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EVALUTION DISCUSSION:
All of the below questions refer to your interpretation of the flight data of the above Maneuvers in the Excel Spreadsheet “Exercise 2”. Your responses should not just be limited to such things as which one is higher or lower but should include how this relates to the relationships you know in aerodynamics and performance. You should also include your rationale of why these results were attained and what you can
apply to practical applications in a jet transport environment.
1.
Before comparing Maneuvers 2.1, 2.2, & 2.3, which climb do you think an airline would prefer, and why?
2. Make a table to compare Maneuvers 2.1, 2.2, & 2.3, in terms of time to climb, fuel to climb, and distance to climb.
3. Considering the data you posted in the table in the previous question, which climb maneuver do you now believe an airline would prefer, and why? Hint: Remember that less time and fuel used in a climb is good, but more
distance taken is good because it makes a bigger contribution to the overall mission.
4. What happens to the speed of sound as altitude increases
, in terms of TAS, and why
?
5. What would be the effect of altitude on IAS while climbing at a constant Mach number?
6. When appraising the constant Mach number climb in Maneuver 2.4, what real world problems would be encountered when using this climb procedure?
7. Compare Maneuver 2.3, in which 320 KIAS was flown until Mach Intercept, and 2.5, in which Mach intercept was ignored. Which climb would be most advantageous in terms of fuel, time, and distance used, and why?
8. Explain your overall conclusions relative to the Exercise 2 Objective listed above.