Aeronautical Principal (4MA010)

Analysis of Boeing 737-900: A case study

1|Page
Introduction:

Airplane, also known as plane or aero plane, any of a class of settled wing air ship that is heavier
than air, pushed by a screw propeller or a high-speed fly, and bolstered by the dynamic response
of the air against its wings. For a record of the advancement of the plane and the approach of
common flying see history of flight. The basic parts of a plane are a wing framework to support
it in flight, tail surfaces to settle the wings, versatile surfaces to control the disposition of the
plane in flight, and a power plant to give the push important to push the vehicle through the air.
Arrangement must be made to help the plane when it is very still on the ground and amid
departure and landing. Most planes include an encased body to house the group, travelers, and
load; the cockpit is the zone from which the pilot works the controls and instruments to fly the
plane.

More carriers have entered the market causing wild value rivalry when the U.S. government
deregulated air travel in 1977. As airfares kept on declining, the complete number of U.S.
travelers every year has ascended from around 245 million to 645 million from the year 1978 to
the year of 1998. In the meantime, U.S. business flying machine producers have confronted
significant challenge from European organizations.

In the year of 2003, Boeing chose to concentrate on making extra an incentive for its airlines
clients and their travelers by building up a creative flying machine: the 787 Dream liner. Our
present case study is on Boeing 737-900 Aircraft.

Operating Principles of Aircraft

An airplane flight has four powers following up on it. In turning, jumping, or climbing flight,
extra powers become an integral factor. These powers are lift, an upward-acting power; drag, an
impending power of the protection from lift and to the rubbing of the air ship traveling through
the air; weight, the descending impact that gravity has on the flying machine; and push, the
forward-acting power given by the drive framework or, on account of unpowered flying
machine, by utilizing gravity to make an interpretation of elevation into speed. Drag and weight
are components natural in any item, including an air ship. Lift and push are falsely made
components contrived to empower an air ship to fly[1].

Initially the lift understanding requires a comprehension of an airfoil, which is a structure,

intended to acquire response upon its surface from the air through which it moves. Early airfoils
commonly had minimal in excess of a somewhat bended upper surface and a level undersurface.
Airfoils have been adjusted to address evolving issues throughout the years. Airfoils normally
had an adjusted upper surface, with the best tallness being come to in the principal third of the
harmony in the 1920s. In time, both upper and lower surfaces were bended to a more prominent
or lesser degree, and the thickest piece of the airfoil bit by bit went in reverse. As velocities
developed, there was a necessity for a cover section of air up the surface, which was
accomplished in the laminar-stream airfoil, where the camber was more remote back than

2|Page
contemporary practice managed. Supersonic flying machine required considerably increasingly
extreme changes in airfoil shapes, some losing the roundness previously connected with a wing
and having a twofold wedge shape.

The airfoil lift produces is additionally influenced by its approach which is its point in respect to
the breeze. Assuming roughly, both the lift and approach can be illustrated by holding one's hand
out the window of a moving car. Much opposition is felt and little lift is created for the point
when the hand is swung level to the breeze as there is a turbulent region. The proportion of lift to
drag is low. At the point when the hand is held parallel to the breeze, there is far less drag and a
moderate measure of lift is created, the choppiness smooth out, and there is a superior proportion
of lift to drag. Notwithstanding, if the hand is turned somewhat with the goal that its forward
edge is raised to a higher approach, the age of lift will increment. This good increment in the lift-
to-drag proportion will make a propensity for the hand to fly up and over. The more noteworthy
the speed, the more prominent the lift and drag will be. Subsequently, all out lift is identified
with the state of the airfoil, the approach, and the speed with which the wing goes through the
air.[2]

Primary and secondary flight controls

Control system of the flight frameworks are categorized into what are alluded to as primary and
secondary flight controls. Primary flight controls system required to securely control a flying
machine amid flight and comprise of ailerons, lifts and rudder. The secondary flight controls are
planned to enhance the air ship execution attributes or to soothe unreasonable control stacking,
and comprise of high lift gadgets, for example, supports and folds just as flight spoilers and trim
frameworks.[2]

Fig. Aircraft mechanical control system part

3|Page
Control system frameworks of Aircraft are cautiously intended to give satisfactory
responsiveness to control inputs while permitting a characteristic vibe. At low velocities, the
controls for the most part feel delicate and languid, and the air ship reacts gradually to control
applications. At higher velocities, the controls turn out to be progressively firm and flying
machine reaction is very fast.

Fig. controls of Airplane, its movement, rotation of the axes and stability type.

An appropriately structured flying machine is steady and effectively controlled amid ordinary
moving. Control surface information sources cause development about the three tomahawks of
pivot. The kinds of security a flying machine shows likewise identify with the three tomahawks
of pivot.

Simulators of the Flight

Three factors that compel the expanded utilization of pilot test programs in preparing: the
unpredictability of bigger airplane, the cost of their activity, and the expanded multifaceted
nature of the aviation authority condition in which they work. Present day test systems copy

4|Page
airplane precisely regarding cockpit size, design, and hardware. They additionally copy the outer
condition and make a reasonable feeling of flying by methods for the three-pivot movement
stage on which they are set. [4] Maybe the most imperative utilization of pilot test programs is to
prepare groups in crisis circumstances, with the goal that they can encounter firsthand
circumstances that couldn't securely be exhibited in real flight preparing. In any case, the test
system is likewise far more affordable than utilizing genuine flying machine for routine change
and capability preparing. So reasonable is test system preparing that carrier teams are some of
the time qualified on another flying machine in a test system before consistently flying the
airplane itself.

Boeing 737-900 Technical Specification

In the year of 2001 Alaska airlines turned into the dispatch client for the Boeing 737-900, when
Iditarod Trail sled-hound race champion Doug Swingley and his group escorted the primary
flying machine out of the processing plant for its reality debut rollout festivity in Renton, WA.

The Boeing 737-900 highlights 178 cowhide Recaro seats, electrical plugs for charging
workstations and cell phones, Premium Class, Boeing's honor winning Sky Interior, in-flight
network access, and Alaska beyond Entertainment. We're likewise adding Boeing's creative
Space Bins to this air ship. The bigger overhead containers hold 48 percent more packs, enabling
clients to stack sacks with fewer problems.[5]

The Boeing 737 conveys the prevalent dependability, eco-friendliness and high-esteem returns
administrators require in the present focused market. Its extraordinary flexibility and lower
upkeep and working expenses give an aggressive edge paying little heed to plan of action or
market. A focused edge that empowers gainful development. This in addition to the most up to
date traveler lodge structure in its class to guarantee a flying knowledge that surpasses desires.
That is a superior method to fly. Here is the look of the technical specification for the said
aircraft [6]

Specification 737-700 737-800 737-

900

Type of Seats (2-class) 126 162 178

Maximum seats No 149 189 220

Length 33.6 m (110 ft 4 in) 39.5 m (129 ft 6 in) 42.1 m (138 ft

2 in)

Wingspan in inch 35.8 m (117 ft 5 in) 35.8 m (117 ft 5 in) 35.8 m (117 ft 5 in)

Height of car 12.5 m (41 ft 3 in) 12.5 m (41 ft 3 in) 12.5 m (41 ft 3 in)
5|Page
Type of Engine CFM-56 CFM-56
CFM-56

 Number in Fleet: 12
 Crew: 2 Pilots, 4 Flight Attendants
 First Class: 16
 Range: 2,210 nm
 Premium Class: 24
 Length: 138 ft, 2 in (42.1 m)
 Coach: 138
 Typical Cruise Speed: 530 mph (853 km/h)
 Wingspan: (with winglets) 117 ft, 5 in (35.8 m)
 Max. Cruising Altitude: 41,000 ft (12,497 m)

Boeing (CFM-56) engine operating principles

Chosen by Boeing as the genuine source for its Next-Generation 737 territory, the CFM56-7B
creates 19,500 to 27,300 pounds of push. Because of moves up profoundly and low-weight
turbine, the most recent CFM56-7BE arrangement conveys noteworthy execution upgrades for
administrators, incorporating a 1% decrease in fuel utilization and a 4% cut in upkeep costs, just
as expanded part lifetimes. The CFM56-7BE is completely compatible with other CFM56-7B

6|Page
motors and modules, and redesign packs can be effectively fitted to the CFM56-7B and CFM56-
7B/3, giving most extreme adaptability to administrators.[7] [8]

The CFM56 is a group of two-spool high-sidestep turbofan motors utilized for both business and
military applications. The CFM56 line of motors gives somewhere in the range of 18,000 to
34,000 pounds of push. Starting at 2015, just the CFM56-5B (A320ceo) and CFM56-7B (737
NG) are still underway.

The CFM56 engine is a high detour, double rotor, and pivotal stream turbofan motor. Essential
motor determination is shown in the following in Fig.

Fig. The CFM56 engine

The coordinated fan and sponsor (low weight turbine-LPC) is driven by a 4 arrange LPT (low
pressure turbine). A solitary stage HPT (high pressure turbine) drives the 9 arrange high weight
blower.

The two rotors are mechanically free of one another. Air entering the motor is separated into an
essential airstream and an optional airstream. After the essential airstream has been compacted
by the LPC and HPC, ignition of the fuel in the annular burning chamber builds the HPC release
air speed to drive the high and low weight turbines. An embellishment drive framework off the
N2 rotor drives motor and plane adornment segments.

7|Page
 Fig. The CFM56 engine cross section

Motor Characteristics

Trust Class for the CFM56-3B motor is about 22,100 LBS

Sort of motor is about Axial Flow, Gas Turbine Turbofan
Number and Type of Combustion Chamber is One/Annular
Sort of Compressor are two spool, 13 organize blower comprising of a 4 arrange low
weight blower and a 9 organize high press blower.
Bearing of Rotation both Rotors are Clockwise
Kind of Turbine is of 5 organizing, split, comprising of a 1 arrange high weight turbine
and a 4 arrange low press.
Motor Weight is about 4290 pounds dry for Eng. With QE and for 5390 pounds as
surmised
Motor length is about 114.5 inches and introduced Engine Length is about 192.6 inches
Motor breadth biggest breadth without gulf cow is about 87.6 inches
Start framework Start exciter and plug is two for every motor.
Oil framework is Oil type
Fuel framework -D1655-JET-A, - A1, - B, MIL-T-5624G JP-1, JP-4, JP-5, MIL-T-
83133 JP-8

8|Page
 Fig. Cross-Section of Turbofan with Booster Stages

The context and role of Boeing 737

The 737-900 conveys the prevalent unwavering quality, eco-friendliness and high-esteem returns
administrators require in the present aggressive market. Its excellent flexibility and lower support
and working expenses give an aggressive edge paying little heed to plan of action or market.
This is in addition to the most up to date traveler lodge structure in its class to guarantee a flying
knowledge.

For enhancing the well being of its composite fuselage, Boeing is updating its fuselage by
utilizing extra material to fortify the wing structure. This extra material will build the air ship's
general weight. Boeing the executives have kept on guaranteeing its clients that it will work
determinedly to decrease the heaviness of the last form of the plane. Boeing is overhauling its
establishment procedure with the expectation of lessening its changeover time from one motor
model to the next. At long last, to guarantee that the PC organize is secure, a legitimate structure
is being required that takes into consideration the partition of the route PC frameworks from the
traveler electronic diversion framework.

Needed by a genuine short-pull stream to contend with the Caravelle, BAC One-Eleven and DC-
9 however route behind them was. The DC-9 was going to fly, the One-Eleven was a ways into
its flight test program and the Caravelle had been in administration for a long time. They made
them get up to speed to do. Creators Joseph Sutter and Jack Steiner started work on the 737 in
November 1964. [9]

The first 1964 detail was for a limit of around 60-85 travelers, an efficient working scope of
somewhere in the range of 100 and 1000 miles and to most likely earn back the original
investment at a 35% burden factor. Because of definite plan converses with dispatch client
Lufthansa the limit was expanded to 100, however the range and burden factor figures still stand.

9|Page
Development of Boeing 737-900

The idea of a less expensive twin aircraft engine fly transport was coasted by Boeing in 1964 .
Expanding on the plans of the Boeing 707 and Boeing 727, the idea worked out as expected in
1967 as the Boeing 737. The underlying determination called for 55 seats, in any case, in
conference with dispatch client, Lufthansa who had near about 20 flying machine on request; this
was expanded to 100 seats. Just 30 Boeing 737-100s were delivered. In April 1965 United
Airlines submitted a request for 40 flying machine yet they required a marginally bigger
adaptation. Boeing agreed by extending the Boeing 737 100 structure by 91cm. This new
variation turned into the Boeing 737 200 and was favored via aircrafts contrasted with the 737-
100. [7]

The Boeing name was synonymous with huge multi-engine fly planes, so when the organization
reported its new ad twinjet, named 737, it immediately earned the moniker Baby Boeing.

The last new plane was the initial 737 to be worked at Plant 2 on Boeing Field in Seattle, with a
generation run that incorporated the unbelievable B-17 Flying Fortress, and the world's first vast
cleared wing plane that is the XB-47 Strato-jet. While the old gathering working at Plant 2
appeared to be enormous, despite everything it wasn't tall enough for the 737's tail, which was
joined utilizing a crane in the parking garage. The plane was then moved down to a close-by
plant known as the Thompson Site, where Boeing had set up the primary generation line for the
737. [10]

Boeing chose to concentrate on making extra an incentive for its passengers and their travelers
by building up an imaginative air ship in 2003, the 787 dream liner.

10 | P a g e
Cost Analysis of Boeing 737

Boeing's single-passageway 737 is the world's most well known air ship — there are a greater
amount of them flying around than some other jetliner. It's likewise Boeing's littlest and most
moderate business airplane. The organization records the cost of a 737 as between $51.5 million
and $87 million, contingent upon the model.

However, that does not imply that each time 737 flies out of the conveyance focus at Boeing
Field, the organization gets as much as possible. Both Boeing and Airbus offer limits on their air
ship to arrive deals and increase piece of the overall industry. What's more, both are tight-lipped
about their arrangements. In any case, from time to time, data turns out that reveals insight into
the idea of the limits.

Prior this week, the parent organization of American Airlines said that it would assume $520
million paying off debtors to enable it to purchase 16 new Boeing 737-823 air ships and
renegotiate some more seasoned 777s. The recorded cost of a Boeing 737-800 begins at $72.5
million. In any case, American's assessed estimation of a 737-823 to be conveyed for this present
month is simply $48.4 million, the organization said in an administrative recording with the
Securities and Exchange Commission.

Running cost of the aircraft depends on the Aircraft. For this instance, we’ll use a Boeing 747. I
won’t embody ground cost since you specifically asked for the price per flight hour. Typically,
the price is measured (For each mobile and ground cost) hourly by per mile. There’s conjointly
the price per seat per mile that is essentially the price of flying one traveler for one mile. This is
often accustomed live the operational prices which includes Engines, fuel, hydraulics, etc. The
common price per seat mile is around 7.5 North American country cents for an occasional price
carrier, and 11.5 North American country cents for network carriers

Here is a look at the cost per block hour for a Boeing 737 Aircraft

11 | P a g e
 Fig. cost per block hour for a Boeing 737

Performance data for Boeing 737

Take-Off

V2150 kts

Distance: 1800 m

MTOW: 66320 kg

Initial Climb (to 5000 ft)

IAS: 165 kts

ROC: 3000 ft/min

Climb (to FL150)

IAS: 280 kts

ROC: 2500 ft/min

Climb to (FL240)

IAS: 280 kts

12 | P a g e
ROC: 2500 ft/min

MACH Climb

MACH: 0.74

ROC: 1500 ft/min

Cruise

TAS:

460 kts

MACH: 0.785

Ceiling: FL410 x 100 ft

Range: 2500 NM

Initial Descent (to FL240)

MACH: 0.76

ROD: 800 ft/min

Descent (to FL100)

IAS: 290 kts

ROD: 3500 ft/min

Approach IAS: 250 kts

MCS: 210 kts

ROD: 1500 ft/min

Approach

Vapp (IAS): 137 kts

Distance: 1400 m

737-800 Optimum height: 37,000' M.792 FF 2,663/ENG - MAX 8: Optimum elevation: 38,200'
M.797 FF 2,280/ENG

737-800 One motor max height: 25,100 - MAX 8: 23,000

13 | P a g e
737-800 Idle plunge from FL390 to 10,000': 91 nmi - MAX 8: 98 nmi

737-800 Holding at 10,000': 229 KIAS, 2,610 FF/ENG - MAX 8: 219 KIAS, 2,143 FF/ENG

737-800 Approach: Flaps 30 148 KIAS, Flaps 40 141 KIAS - MAX 8: Flaps 30 146 KIAS Flaps
40 143 KIAS

737-800 Landing separation 2,000 PA: 4,880 feet - MAX 8: 5,070 feet

Superficially, the ideal elevation journey fuel consume of the MAX 8 seems, by all accounts, to
be 85.43 percent of the consume of the 800, however taking into account the heavier loads of the
MAX should make that around 87%.

Obviously, the Mach number is .005 higher as well, further obscuring examinations. [7] [8] [9]

Health and safety rules in aircraft

Singular work environments will obviously, show their own examples of hazard, however the
fundamental driver of mishaps and sick wellbeing noticeable all around transport industry are

Episodes from airplane turn round exercises

Dangers from things taking care of errands
Musculoskeletal scatters
Working at stature

For some work exercises there might be additional things that you have to do to ensure you are
agreeing to the law.

Airplane Cabin Crewmembers/Flight Attendants

FAA Issues Policy to Improve Workplace Safety for Aircraft Cabin Crew members. Government
Aviation Administration (FAA) Press Release, August 22, 2013.

FAA's Aviation Safety and Health Program (ASHP). This page incorporates FAA's approach,
Occupational Safety and Health Standards for Aircraft Cabin Crewmembers, August 21, 2013.
(Flight Safety Foundation (FSF))

Airline stewards are additionally in charge of helping travelers with uncommon requirements.
See Gate Crew for extra data.

Ground Crew

14 | P a g e
If you don't mind see the OSHA-Airline Ground Safety Panel (AGSP) Alliance page for
accommodating items relating to Ground Crew.

15 | P a g e
References:

[1] Austin, R., 2010. Unmanned Aircraft Systems: UAVs Design, Development and
Deployment. 1st Edn., Wiley, Chichester, ISBN-10: 0470664800, pp: 372.

[2] Brezina, A.J. and S.K. Thomas, 2013. Measurement of static and dynamic performance
characteristics of electric propulsion system. Proceedings of the 51st AIAA Aerospace
Sciences Meeting including the New Horizons Forum and Aerospace Exposition,
Aerospace Sciences Meetings, (ASM’ 13).

[3] Drela, M., 2005. Dc motor and propeller matching, lab 5 lecture notes. Technical Report,
MIT

[4] Giuseppe, L., 2008. Aerodynamic and structural design of a small Nonpolar wing
UAV. MSc Thesis. University of Dayton.

[5] Gomez, C. and R.G. David, 2010. Small-scale airborne platforms for oil and gas
pipeline monitoring and mapping

[6] Jenkinson, L.R. and J.F. Marchman, 2003. Aircraft Design Projects: For Engineering
Students. 1st Edn., Elsevier, Burlington, ISBN-10: 0080498957, pp: 400.

[7] Onwuka, E. and O.N. Dike, 2015. Effect of surveillance on oil pipeline vandalism in the
downstream sector, Nigeria. European J. Bus. Soc. Sci., 4: 1-9.

[8] Selig, M.S., 1995. Summary of Low-Speed Airfoil Data. 1st Edn., SoarTech
Publications, Virginia, ISBN-10: 0964674718, pp: 317

[9] Sanders, P. (2009a). Boeing sets deal to buy a Dream liner plant. Wall Street Journal.

[10] Sanders, P. (2009b, ). Boeing tightens its grip on Dreamliner production. Wall Street
Journal

[11] Wallace, J. (2006, July 18). Airbus unveils widebody, says A350 XWB will top 787 and
777. SeattleP-I. http://www.seattlepi.com/business/277877_airshow18.html.

[12] Wallace, J. (2006, July 12). Aerospace notebook: Lightning aweighty issue for the 787.
Seattle P-I. http://www.seattlepi.com/business/277220_air12.html.

[13] West, K. (2007, Dec. 12). Boeing 787 program not out of woods. MSNBC.
.
[14] Zetter, K. (2008, Jan. 8). FAA: Boeing's new 787 may bevulnerable to hacker
attack. Wired. fromhttp://www.wired.com/politics/security/news/2008/01/dreamliner_security.

16 | P a g e