LAB 5: SEP of an Avro RJ85

Eline Heerze (elihe376) , Pablo Herrero (pabhe590)

TMAL02, Linköping University, 2018

1 Task 1: Introduction 3 Task 3: Limitations

In this last lab, we have computed the SEP curve for Add the following limitations on your diagram:
our aircraft. In order to do it, Matlab scripts of pre- Maximum dynamic pressure, Maximum Mach num-
vious lab have been used like the model of the ISA ber, maximum standard airspace speed limitation of
atmosphere and the drag computation. The specific 250 [knots] from ground level to 3000 [m] altitude,
excess power expresses the rate of climb of the air- Service ceiling with a climb rate margin of 500
craft, so finding out how it changes with altitude and [ft/min], CL max for landing and cruise and CL for
velocity is the aim of this lab. This plot gives an idea cruise phase.
of the performance of the aircraft over its flight enve-
lope as well as the several limits that are present in the In Figure 3 the SEP diagram is shown with the
flight like the absolute ceiling or the structural limit. limitations stated before. Maximum dynamic pressure
has been set to a value of 11,772 [N/m2] found for
2 Task 2: SEP Plot similar jet aircraft [1]. For the maximum Mach num-
ber the divergence Mach number has been selected
Compute the SEP of your aircraft and plot the results
(Ma = 0.73).
in [m/s] on a contour diagram (altitude [m] against
Regarding the stall limitations we have used the cruise
Mach number)
lift coefficient with a value of 1.41, and not the take-
In Figure 1 the SEP can be seen. Here only thrust
off coefficient, since it was higher than the landing
requirements are fulfilled, in the next graphic aerody-
configuration one with a value of 3.38. These co-
namic, structural, and operational limitations will be
efficients have been obtained using the stall speed
added.
(showed in Figure 2 of the aircraft provided in the op-
Specific Excess Power erational file from the database BADA of Eurocontrol.
15000
The following equation has been used to obtain the
0
values for the lift coefficients:
2.53

10000 5
0

53
Altitude [m]

2.
0

5
10

15
2.53

5000
10

20
5
5 2.53

15
10

25
0
20

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 Fig. 2 . Operational file from BADA Eurocontrol database
Mach [-]

Fig. 1 . Specific excess power in [m/s]

2 ∗ MT OW ∗ g
CL = 2
(1)
Sre f ∗ ρ ∗Vstall
It is important to mention, that the absolute obtained
absolute ceiling value obtained is a little bit higher
than the actual value (12,727 ft versus 10,644 ft), this 4 Task 4
could be due to the thrust model used or a low drag What would the time-optimal climb path be within the
estimation from the actual drag. valid region of your diagram? Plot it also on your
SEP diagram.

1
 elihe376, pabhe590

15000
SEP with R/C in m/s stackexchange.com/questions/12988/
SEP
Mach limit
which-aircraft-endure-the-highest-max-qs-aerodynamic-pre
High lift config.
cruise congif.
0 Standard airspeed limit
2.53 Max. dynamic pressure
Profile max SEP

10000 3 5
2.5

0
Altitude [m]

5
10
3
2.5

10
5000
15
5

15

20
10

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Mach Number [-]

Fig. 3 . Specific excess power in [m/s] with limitations

The time optimal path is the path were the SEP is the
largest for each altitude. See the black line in Figure
3 for the time-optimal path.

5 Task 5
Calculate the total time that would take to climb from
the ground to the service ceiling specified above.

The total time to climb from the ground to the

ceiling service of 500 [ft/min] (2.53 [m/s]) is found
to be 27.49 minutes.

6 Task 6
Calculate now the total time to climb to a service ceil-
ing of 100 [ft/min]. How much does it differ from the
previous time? Why?
To climb to a service ceiling of 100 [ft/min] or equiv-
alently 0.51 [m/s] a time of 41.50 minutes is needed.
Is it much higher than the previous time. This is be-
cause we need to climb to a lower service ceiling, and
the higher we get the lower the rate of climb is. As a
merely educational purpose if we compute the needed
time for climbing to the absolute ceiling where the air-
craft is not able to have any vertical velocity we get a
value superior of two hours.

Authenticity and Plagiarism

By submitting this report, the author(s) listed above declare that
this document is exclusively product of their own genuine work,
and that they have not plagiarized or taken advantage from any
other student’s work. If any irregularity is detected, the case will
be forwarded to the University Disciplinary Board.

REFERENCES

[1] Aviation S. Maximum dynamic values for several aircraft,

2015.
URL https://aviation.