Eduardo Neri Bonadio
Professor Reese
AS 420
February 17, 2021
Exercise 1
1. When evaluating Maneuvers 1.1 and 1.2, what differences in takeoff runway
... [Show More] distance and
climb performance did you find when using the higher V1, Vr, and V2 airspeeds in Maneuver
1.2?
The difference between both cases is quite substantial. It is predictable that we are
going to have a greater ground roll when using higher V1, Vr and V2, as the
aircraft takes more time on the runway to accelerate to the higher speeds. For
maneuver 1.1, the runway takeoff distance showed 5159.108ft while 1.2 showed
5518.325ft. In terms of climb performance, it is noticeable that 1.2 shows a better
climb as it accomplishes better speed, which in turn, gives us better performance.
1.2 was able to climb to 100ft in 1,107ft of horizontal distance after rotation,
while 1.1 reached 100ft in 1,320ft.
2. When evaluating Maneuvers 1.1 and 1.3, what differences in takeoff runway distance and
climb performance did you find when using the higher flap setting in Maneuver 1.3?
Overall, a higher flap setting should always decrease the runway distance required
for takeoff. While in 1.1, the takeoff roll took 5159ft, in 1.3, it showed a decrease
to 4763ft. However, it is noticeable that a decrease in climb performance will be
observed with a higher flap setting. In situation 1.1, the aircraft took 1,320ft of
horizontal distance to reach 100ft, while 1.3 took 1,596ft, demonstrating a
decrease in climb gradient with flaps down.
3. When evaluating Maneuvers 1.1 and 1.4, what differences in takeoff runway distance and
climb performance did you find when using the reduced EPR in Maneuver 1.4?
A noticeable increase in takeoff distance will be observed when a reduced EPR
setting is used. In situation 1.1, with full power, the aircraft left the ground in
5,159ft, while in 1.4, it left the ground at 6,666ft of runway distance. With less
thrust being produced by the engines, a great impact in climb will also be noticed
as 1.1 reached 100ft in 1,320ft of distance and 1.4, with less available thrust,
reached 100ft in 2,034ft.
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4. When evaluating Maneuvers1.1 and 1.5, what differences in takeoff runway distance and
climb performance did you find when using the reduced weight in Maneuver 1.5?
With the weight coefficient being reduced, inversely, the lift coefficient will be
increased, ultimately, enabling the aircraft to also accelerate faster and become
airborne earlier. In 1.1, we have the aircraft becoming airborne in 5.159ft, while
in 1.5, it becomes airborne in only 3,424ft of horizontal distance. In a similar
case, the climb performance will be very much improved in 1.5 as, again, more
lift is gained in a lighter aircraft. 1.1 shows a horizontal distance of 1,320ft to
reach 100ft, while 1.5 shows a distance of 1,210ft.
5. When evaluating Maneuvers 1.6 and 1.7 what differences did you find in the runway distance
to stop in Maneuver 1.6 and takeoff (to 35 feet AGL) in Maneuver 1.7?
In maneuver 1.6, the aircraft takes 7,413ft to come to a complete stop after an
aborted takeoff. In maneuver 1.7, after takeoff, the aircraft used 6,472ft of
horizontal distance. This proofs that an aircraft requires a longer runway distance
when making a rejected takeoff 2 seconds after V1, which could ultimately lead to
a runway overrun. After V1, becomes safer to rotate and climb out with an
inoperative engine.
6. When evaluating Maneuvers 1.6 and 1.8, what differences in runway distance used to stop did
you note in using the higher V1 “abort” speed in Maneuver 1.8?
With a 10 knot increase to our V1 speed, it becomes noticeable a much longer
runway distance is going to have to be used to come to a complete stop. While in
1.6 the aircraft achieved a complete stop in 7,413ft, maneuver 1.8 took 8,275ft,
which may be the difference between a runway overrun or not in some cases.
7. When evaluating Maneuvers 1.7 and 1.9, what difference in runway distance used to continue
did you find in using the lower V1 “go” speed in Maneuver 1.9?
The runway distance used increases when the lower V1 go speed is used. In 1.7
took a total of 6,172ft to get to 35ft, while 1.9 took 6,581ft. That happens due to
the longer time the airplane will remain on the ground after engine failure,
counting in also the large amount of rudder that was used to keep the aircraft on
centerline, which, aerodynamically impacts it. [Show Less]