Aircraft speed performance

Aircraft performance and speed performance of airplanes

OBJECTIVE:
To explain the different behaviors of airplanes, related to speed
To explain the differences in speed for their separation
To show the differences in the performance of the aircraft
This chapter deals with how controllers can manage their traffic according to the aircraft with
the performances and the use of speeds.
1 – Aviones actuaciones:
Here are some general specifications for drivers to deal with traffic according to the type of
aircraft.
First of all, it is necessary to know that the pilots (and also the controllers) will use both the speeds
expressed in IAS and Mach Number of aircraft in cruise flight.
If the aircraft is above FL 250, Mach numbers will be used, and if it is below FL 250, it will
They are going to use the expressed IAS. This IAS/Mach transition is not exactly at FL250 always, and ...
In fact, it will depend on the weather conditions. Generally, it varies between FL 245 and FL 295.

Speed of Descent
Type of aircraft
Speed (IAS) cruise speed Maximum FL
(examples)
Mach Number (IAS) (IAS)
Commercial Jets
250/340
A300 A300 250/300 250/300 .78/.81 .78/.81 390 390
250/340
250/330
A310 A310 250/300 250/300 .78/.82 .78/.82 410 410
250/330
250/340
A318/319/320/321 A318/319/320/321 250/340 250/340 .76/.80 .76/.80 390 390
250/340
250/340
A330 A330 250/340 250/340 .80/.84 .80/.84 410 410
250/340
250/340
A340 A340 250/340 250/340 .77/.84 .77/.84 410 410
250/340
250/285
BAE 146 BAE 146 210/250 210/250 .68/.73 .68/.73 310 310
250/285
250/330
B727 B727 250/320 250/320 .80/.86 .80/.86 410 410
250/330
B737/200 /300 /400 /500 B737/200 / 250/320
250/300 250/300 .72/.76 .72/.76 370 370
300 / 400 / 500 250/320
B737/600 /700 /800 /900 B737/600 / 250/330
250/320 250/320 .78/.80 .78/.80 410 410
700 / 800 / 900 250/330
B747/100 /200 /300 B747/100 / 200 / 280/330
250/300 250/300 .82/.86 .82/.86 390 390
300 280/330
280/350
B747/400 B747/400 250/340 250/340 .83/.87 .83/.87 450 450
280/350
250/320
B757 B757 250/300 250/300 .78/.82 .78/.82 400 400
250/320
 250/320
B767 B767 250/300 250/300 .78/.82 .78/.82 430 430
250/320
250/320
B777 B777 250/320 250/320 .79/.84 .79/.84 430 430
250/320
250/320
CRJ1/2 CRJ1 / 2 250/290 250/290 .74/.78 .74/.78 410 410
250/320
250/320
CRJ7 CRJ7 250/290 250/290 .77/.81 .77/.81 410 410
250/320
250/320
DC10 DC10 250/320 250/320 .82/.84 .82/.84 410 410
250/320
250/310
E145 E145 220/290 220/290 .72/.78 .72/.78 390 390
250/310
250/310
F70 F70 250/280 250/280 .73/.76 .73/.76 350 350
250/310
250/310
F100 F100 250/280 250/280 .73/.76 .73/.76 350 350
250/310
250/300
L101 L101 250/330 250/330 .80/.84 .80/.84 430 430
250/300
250/310
MD11 MD11 250/330 250/330 .82/.84 .82/.84 390 390
250/310
250/290
MD80 MD80 290/310 290/310 .76/.78 .76/.78 370 370
250/290
250/285
RJ70 /85 /100 RJ70 / 85 / 100 210/250 210/250 .68/.73 .68/.73 350 350
250/285
250/330
T154 T154 280/320 280/320 .78/.82 .78/.82 410 410
250/330
Business Jets
250/300
BE40 BE40 250/280 250/280 .74/.78 .74/.78 450 450
250/300
220/280
C501 C501 200/230 200/230 .58/.68 .58/.68 410 410
220/280
220/255
C25A/C525/550 C25A/C525/550 200/220 200/220 .62/.70 .62/.70 450 450
220/255
220/260
C525 C525 200/220 200/220 .62/.70 .62/.70 410 410
220/260
220/270
C550 C550 200/230 200/230 .58/.67 .58/.67 430 430
220/270
240/285
C560 C560 200/250 200/250 .68/.74 .68/.74 450 450
240/285
250/330
C650 C650 250/300 250/300 .77/.85 .77/.85 510 510
250/330
250/330
C56X C56X 250/280 250/280 .74 .74 450 450
250/330
250/345
C750 C750 250/300 250/300 .86/.91 .86/.91 510 510
250/345
CL60 CL60 250 250 .74/.83 .74/.83 250/350 410 410
 250/350
250/370
F900 F900 260/300 260/300 .75/.84 .75/.84 470 470
250/370
250/370
F2TH F2TH 260/300 260/300 .75/.85 .75/.85 450 450
250/370
250/350
FA10 FA10 260/300 260/300 .75/.85 .75/.85 410 410
250/350
250/370
FA20 FA20 250/280 250/280 .74/.80 .74/.80 450 450
250/370
250/370
FA50 FA50 260/300 260/300 .75/.80 .75/.80 450 450
250/370
250/355
GALX GALX 250/300 250/300 .76/.82 .76/.82 450 450
250/355
250/340
GLEX GLEX 250/300 250/300 .80/.88 .80/.88 510 510
250/340
250/340
GLF4 GLF4 250/300 250/300 .80/.82 .80/.82 450 450
250/340
250/350
GLF5 GLF5 250/300 250/300 .80/.89 .80/.89 510 510
250/350
250/330
H25B H25B 250/280 250/280 .70/.78 .70/.78 410 410
250/330
250/320
LJ45 LJ45 250/300 250/300 .76/.80 .76/.80 510 510
250/320
Turboprops
180/210 180/245
AT42AT42 150/190 150/190 250 250
180/210 180/245
170/240 170/240
B190 B190 150/180 150/180 250 250
170/240 170/240
160/200
BE9L BE9L 120/150 120/150 200 200 310 310
160/200
200/220 180/240
BE20 BE20 120/160 120/160 310 310
200/220 180/240
180/220 180/250
B350 B350 140/180 140/180 310 310
180/220 180/250
160/200 200/220
C130 C130 110/130 110/130 330 330
160/200 200/220
140/190 180/260
C160 C160 120/150 120/150 300 300
140/190 180/260
180/200 190/200
CN35 CN35 110/135 110/135 220 220
180/200 190/200
150/180 180/240
D228 D228 120/150 120/150 250 250
150/180 180/240
200/250 200/260
D328 D328 155/200 155/200 310 310
200/250 200/260
DH8A/B/C DH8A/B/C 180 180 200 200 220 220 250 250
DH8D DH8D 180/200 180/200 220 220 220 220 270 270
 200/220 200/250
E120 E120 160/200 160/200 320 320
200/220 200/250
180/200 170/190
PAY1/2/3PAY1/2/3 120/140 120/140 260 260
180/200 170/190
200/260
P180 P180 140/160 140/160 .57/.65 .57/.65 410 410
200/260
180/210 180/230
PC12 PC12 130/160 130/160 300 300
180/210 180/230
220/240 220/250
SB20 SB20 150/190 150/190 310 310
220/240 220/250
190/230
TBM7 TBM7 130/160 130/160 200 200 300 300
190/230
Note: BAE146, RJ, and Citation I (500, 525, 650) are jets but they are slow. P180 is a turboprop but
They can fly very high and have the same speed as slow jets (see above). The airplanes
four-engined aircraft (4 engines) ascend with a low rate of climb when they are classified as heavy.
Turboprop climbing at a slow speed, but with a good rate of climb (like Airbus or
Boeing), we must be cautious with them.
2 - On the way:
a) nivel de vuelo:
In principle, all pilots would like to fly at their requested cruising altitude (RFL). However,
sometimes this is not possible and in that case, the ATC should try to give the closest possible FL to the
previously requested. Be careful, if for example RFL is FL340, and you grant FL360 the aircraft
they can have a ceiling below FL360 as in this case, so you could offer the pilot if
Do you prefer FL320 or FL360 for your cruise? During the cruise above the IAS/Mach transition, the
aircraft must fly at Mach number.
b) Mach number:
Sometimes it happens that two planes are heading in the same direction and are requesting the same cruising level FL. If they
they are following the same route and if they are 10 NM apart from each other, a restriction can be imposed on
speed, if the devices are compatible (see above cruising speed / Mach number
possibilities).
This can be used for more than two aircraft. If you wish to use this method, the acceptable change of
The maximum Mach number is 0.02 (Mach +/- 0.02).
For example: a CRJ7 takes off and requests FL310. Initially, they will be given FL290 because FL310 is already occupied.
A B737/300 is passing through this route, the distance between the 2 planes is 12 nautical miles.

You decide to try to give the CRJ7 the FL it wants. First, I would ask the pilot for the Mach Number at FL310.
The answer is 0.77. Next, ask the pilot of the Boeing 737/300 for their current Mach Number.
It says 0.75. In this case, you can ask it to fly at Mach .76.
In case the CRJ7 would like to fly at a cruising speed of 0.79 and the Boeing at 0.73, it can propose to
the CRJ7 FL290 with no speed restriction and keep the Boeing at FL310 with a max of 0.73. Once that
CRJ7 has surpassed the Boeing and is 10NM ahead, it can climb to FL 310.
c) Difference in speeds:
If there are two planes flying at the same IAC, the one flying higher will be the fastest.
If there are two planes flying at the same Mach number, the one flying lower will be faster.
3 - Descent:
During the ascent, all the speeds in the minimum and maximum range seen in the previous frame are
lower speeds can be enforced in case of very dense traffic (to prevent the use of
vectors). In case a pilot informs that they are unable to reduce their speed to the requested one by the
ATC, yes, it can be done once the aircraft is at a lower flight level.
Some airplanes will increase their speed during descent (especially turboprops).
Normally, the initial descent speed of a jetliner should not be less than 250 knots. During all the
descent phases, the speed and the rate of descent are related to each other. AVOID asking to reduce
the speed and increase the descent rate at the same time as much as possible since they are
opposing maneuvers. This is not efficient because it forces the aircraft to take a profile of
Descent outside of the ideal is impractical for the cabin crew and a waste of time.
The airplane also generates negative G forces, and this is very uncomfortable for passengers.
Principle of Descent: TOD.
To determine the descent point, you first need to know the flight level along its route and, at
continuation, the performance of the airplane.
For example: you need to be at FL100 to set A, fly at cruise level at FL240. You
find in a 'normal' condition (without speed restriction given by ATC or you are ATC and it is not
it is necessary to give the restrictions to the aircraft) and its plane descends normally at a descent rate
At 3000 feet per minute. To descend to 14000 feet, at 3000 feet per minute, it takes 4 minutes and 40 seconds.
seconds. So at 4'40" that plane has to descend. Second example, the ATC gives it a speed of
250 kt restriction at this time. Your aircraft can now only descend at 2000 feet per minute. So
this time your TOD will be (14,000 feet divided by 2000 feet per minute =) 7 minutes before arrival at the destination
to make a "clean" descent, without having to use the spoilers.
Now you know how much time before reaching a Navaid you need to descend, but what distance?
from A!
To know this, simply divide ground speed for example 240 kts (= 240 NM per hour) divided by 60 and
multiply this number (in this case 4) by the time (7 minutes) and you will have the distance: 28 NM
You must begin your descent 21NM from point A at FL100.

4 - Climb:
Not all aircraft have the same performance during ascent. Be especially careful with the
large aircraft that could ascend very slowly, especially on long trips. If you request
At high speed, the rate of ascent will decrease as a good ascent rate is not compatible with great.
speed.
During the ascent, some airplanes may take measures to accelerate. The pilots, if not requested
Ascend at a special rate can vary their rate of ascent at their convenience. Generally, they increase their
speed of 250 kt after passing FL100 and altering its climb rate as a result. After
so, the aircraft ascend to a certain speed until they reach a certain number of Mach and, to
continuation, will maintain Mach Number.
For example, an Airbus 320 can have a climb of 300kt/0.78: after passing FL100, it accelerates to 300 kt.
and it maintains 300 knots during the first part of its ascent. The pilots control the Mach Number and
climb, while if it is maintained at 300 kt, this number must increase. When it reaches Mach 0.78 the
The pilot will change from operating in IAS to Mach number and will continue its ascent in number.
at Mach .78 (at the same time, a decrease in its IAS is observed). If the aircraft climbs to less than 500
feet per minute to maintain Mach .78 during the climb, the pilot will select a higher number of
Make a climb to obtain the appropriate rise in the V/S ratio. Once at cruising level, it will allow you to
Aircraft accelerate to their cruise speed (M .78). It happens during the descent, conversely, a pilot
begins its descent in Mach to reach a specific IAS and then switches to IAS until landing.