Aircraft Performance Analysis of the HP137 Jetstream Mk1.
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Aircraft Performance Analysis of the HP137 Jetstream Mk1 Trevor Chong Nick Durston Andrew Allison Module: Airline Operations Lecturer: Andy Foster Contents 1. Introduction The following report aims to assess the performance characteristics of the Jetstream HP137 Mk 1. The aircraft is operated by the College of Aeronautics. I suppose something needs to be said here! 2. Methodology The aircraft performance data was provided in the form of graphs which were produced and collated between the seven groups, from the data that was recorded in the Jetstream. These interim performance charts are found in Appendix A. In addition to this, fuel flow data was recorded during taxi, approach and take-off. 2.1 Performance Summary Tables The objective is to calculate the range and time taken to complete a mission with a given amount fuel and payload. Each mission is split into 2 main parts - the 'en-route' and the 'diversion'. Each phase (ie climb, cruise, descent, etc) is operated in a certain way and relevant parameters such as climb rates and cruise altitudes are usually stipulated by company policy. Using the data available in the fuel flow tables and interim performance charts, fuel burn for each phase of the flight was calculated.
Ceiling The OEI ceiling chart is produced by looking at the climb gradient chart. The ceiling corresponding to a climb gradient of 1.1% for each of the light and heavy flights is obtained and re-plot on altitude vs weight axes. 3. Summary of Results 3.1 Assumptions and errors It must first of all be stated that the calculations were based on the central assumption that the readings obtained were for International Standard Atmosphere (ISA) conditions at sea-level. This assumption is fairly valid as the ground temperature during the test flights was about 12 to 15oC. The second major assumption made is that there was no wind - which was obviously not achievable but compensating for it would be beyond the scope of this exercise. The interim performance charts jointly produced were of varying accuracy. Charts like the Specific Air Range (SAR) data points did not show smooth trends and it is likely that errors are introduced in trying to draw a smooth curve through these points. 3.2 Comments on Results Range-Payload Diagram The range payload diagram is shown in Figure 1. The maximum payload (limited by the structural maximum zero-fuel weight) is calculated to be 1365kg (Point 1). When fuel is added to the Maximum Take-off Weight (MTOW)
It has a reasonably high maximum payload and a good range with a reduced payload. It also has the capability to operate to airports with short runways. Such roles include freighter conversions for feeding integrators and mail requirements, the use as an air ambulance for medical transfer of patients and organs, a training platform for pilots switching to multi-engine aircraft and various military and research purposes. The aircraft has low operating costs, which allows the aircraft to be considered for use in economically deprived or developing countries as well as those developed. The only problem is its speed limitation when compared to jet aircraft. This speed penalty is not significantly felt over short distances. This combination of low cost and low seating capacity would be suited for the operation of commercial routes where demand is low over fairly short distances or where surface transport links are poor. An example of this are the air taxi services in remote regions or between islands. Based in the south east of the UK, the aircraft fitted in 10 seat configuration would have sufficient range to fly to most locations in the UK and even to most parts in Belgium, France and Germany. There might be a market in corporate travel for companies wishing to have employees transferred at low cost between different operating locations where direct air services and not available or to small airports.
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