[1] User Manual Bada 3 12

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROCONTROL EXPERIMENTAL CENTRE

USER MANUAL FOR THE BASE OF AIRCRAFT DATA (BADA) REVISION 3.12

EEC Technical/Scientific Report No. 14/04/24-44

Project BADA

Public

Issued: August 2014

© European Organisation for the Safety of Air Navigation EUROCONTROL 2007 This document is published by EUROCONTROL in the interest of the exchange of information. It may be copied in whole or in part providing that the copyright notice and disclaimer are included. The information contained in this document may not be modified without prior written permission from EUROCONTROL. EUROCONTROL makes no warranty, either implied or express, for the information contained in this document, neither does it assume any legal liability or responsibility for the accuracy, completeness or usefulness of this information.

REPORT DOCUMENTATION PAGE

Reference EEC Technical/Scientific Report No. 14/04/24-44

Security Classification Unclassified

Originator: ATM/RDS/VIF

Originator (Corporate Author) Name/Location: EUROCONTROL Experimental Centre Centre de Bois des Bordes B.P.15 F - 91222 Brétigny-sur-Orge CEDEX FRANCE Telephone: +33 (0)1 69 88 75 00 Internet: www.eurocontrol.int

Sponsor: EUROCONTROL

Sponsor (Contract Authority) Name/Location EUROCONTROL Agency Rue de la Fusée, 96 B -1130 BRUXELLES Telephone: +32 (0)2 729 9011 Internet: www.eurocontrol.int

TITLE: USER MANUAL FOR THE BASE OF Aircraft DATA (BADA) REVISION 3.12 Author

Date

Pages

Figures

Tables

Annexes

References

A. Nuic

08/14

xix + 89

0

2

2

15

Project

Task no. sponsor

Period

BADA

ATM/RDS/VIF

05/13 to 08/14

Distribution Statement: (a) Controlled by: Head of section (b) Distribution: Public Restricted (c) Copy to NTIS: YES / NO

Confidential

Descriptors (keywords): Aircraft model, total-energy model, BADA, user manual. Abstract: The Base of Aircraft Data (BADA) provides a set of ASCII files containing performance and operating procedure coefficients for 438 different aircraft types. The coefficients include those used to calculate thrust, drag and fuel flow and those used to specify nominal cruise, climb and descent speeds. User Manual for Revision 3.12 of BADA provides definitions of each of the coefficients and then explains the file formats. Instructions for remotely accessing the files via Internet are also given.

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User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

SUMMARY

The Base of Aircraft Data (BADA) provides a set of ASCII files containing performance and operating procedure coefficients for 438 different aircraft types. The coefficients include those used to calculate thrust, drag and fuel flow and those used to specify nominal cruise, climb and descent speeds. The User Manual for Revision 3.12 of BADA provides definitions of each of the coefficients and then explains the file formats. Instructions for remotely accessing the files via Internet are also given.

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EUROCONTROL

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

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USER MANUAL MODIFICATION HISTORY

Issue Number

Release Date

Comments

Revision 2.1 Issue 1.0

31.05.94

First release of document

Revision 2.2

25.01.95

Released with BADA Revision 2.2

Issue 1.0

- 8 new aircraft models - 2 modified aircraft models - 2 modified equivalences - 6 removed equivalences - 14 new equivalences - modified file formats - additional Synonym File - corrections to formulas in previous version of document - additional description of total-energy and standard atmosphere equations

Revision 2.3 Issue 1.0

08.06.95

Released with BADA Revision 2.3 - document format modified to be consistent with EEC Technical Note standards - new A/C models for B73V and D328 - MD11 changed from equivalence to direct support - generic military fighter model, FGTR, replaces specific fighter models - maximum payload parameter added to all OPF files - Performance Tables Files (*.PTF) introduced - ISA equations used for TAS/CAS conversions instead of approximations (Section 3.2) - use only one formula for correction of speeds at mass values different from reference mass (Section 3.3) - add specification of minimum speed as function of stall speed (Section 3.4) - specification of transition altitude calculated added (Section 4.1) - speed schedules modified for climb (Section 4.1) and descent (Section 4.3) - modify Internet address for remote access and EUROCONTROL contact person (Section 6) - removed Section 7 (General Comments)

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Issue Number Revision 2.4 Issue 1.0

Release Date 04.01.96

Comments Released with BADA Revision 2.4 - new A/C model for FK70 - C421 changed from equivalence to directly supported - 10 new equivalences - 1 modified equivalence - 3 re-developed models - introduction of dynamic maximum altitude - new temperature correction on thrust - modified max.alt for 4 models - modified minimum weight for 2 models - modified temperature coefficients for 12 models - esf calculation for constant CAS below tropopause changed from binomial approximation to exact formula - cruise Mach numbers changed for 4 models - change in altitude limit for descent speed

Revision 2.5 Issue 1.0

20.01.97

- re-developed models: EA32, B737, B73S, AT42, B767, DC9, BA46, FK10, MD80. - new model: CL65, DH83 - change of minimum speeds - change of climb/descent speed schedules - cruise fuel flow correction - buffeting speed for jet a/c - addition of BADA.GPF file - definition of acceleration limits, bank angles and holding speeds - 38 new equivalences added (SA4, SA5, SweDen 96) - 1 modified equivalence (B74S) - modified climb/cruise speeds (BE90, BE99, E120, PA42, FK50, B73F, B767,B747, B727, DA20) - Format changes in OPF file - Header changes in PTF file - Temperature influence on thrust limitation changed - Unit of Vstall in OPF file changed to KCAS - Correction of typing errors - Correction of APF file format explanation

Revision 2.6 Issue 1.0

01.09.97

- Added non-clean drag and thrust data for: EA32, B73S, MD80, B737, B747, FK10, AT42, B767 and CL65 models - All models mentioned above were re-developed using new clean drag data. - ND16, E120 and FK50 were re-modelled to correct the cruise speed capability. - Change of speed schedule in the take-off / initial climb phase and approach / landing phase

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Issue Number

Release Date

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Comments - Change in descent thrust algorithm - Use of exact formula for density below tropopause instead of approximation. - Addition of formula for pressure above tropopause - Change of buffeting limit to 1.2g (was 1.3g) - Change of OPF file format - Buffeting coefficients for B757 and MD80 were corrected. - Hmo for B747 model was corrected to 45,000 ft - Low altitude descent behaviour corrected for: SW3, PAYE, DA50, DA10, D328, C421, BE99, BE20 and BE90 models - Correction of some minor typing errors - dynamic maximum altitude coefficients changed for B747, B74F, C130 and EA30 - Saab 2000 (SB20) added as equivalent of D328 - Modified algorithm for lift coefficient

Revision 3.0 Issue 1.0

01.03.98

- Climb speed law changed for jet aircraft - Descent speed law changed for jet, turbo and piston - Reduced power climbs - B777, SB20 and B73X models were added - DA01 model was removed - Use of ICAO doc. 8643/25 standard, which resulted in the removal of 4 additional models - B73F and B757 remodelled - MD90 added as equivalence model - Cruise and descent speeds for several turboprops changed - Climb thrust for several a/c changed - Removal of Cm16 from drag expression

Revision 3.1 Issue 1.0

01.10.98

Released with BADA Revision 3.1 - Descent & cruise speeds for several jet aircraft changed: DC9, BA46, CL60 - Descent, cruise & climb speeds for several turboprops changed: D228, SH36 - Maximum Operating speed for several a/c changed: PA42 - Stalling speed for several a/c changed: DC8, T154 - Removed formula for air density calculation above tropopause - Addition of Appendix D: Solutions for buffeting limit algorithm - Removed Section 3.7.2: Maximum Take-Off Thrust - Description for Cred parameter added - Correction of some minor typing errors

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Issue Number

Release Date

Comments - Modified PTF File format (Flight Level): Section 6.6 - Cruise CAS schedule for jet & turbo aircraft (Section 4.2)

Revision 3.3 Issue 1.0

Released with BADA Revision 3.3 - Standard atmosphere explanation added - Correction of some typing errors, minor changes in the layout and equations presentation. - Several aircraft types have changed ICAO’s designator according to the ICAO doc.8643/27. Aircraft types affected by the RD3 are as follows: A300, ATR, B707, B727, B73A, B73B, B73C, B74A, B74B, B757, B767, B777, CARJ, DC8, DHC8, JSTA, JSTB, P31T, PA28, PA42. That resulted in: modification of the name of the OPF and APF files, addition of new models as synonyms, modification of Synonym.NEW and Synonym.LST files. - B73A, B757, MD80, B73B, F100, B727, CARJ, FA20, FA50, D228, T154 aircraft models have been remodelled - A319, A321, A306, AT72 models have been added - Climb, cruise and descent speeds changed for several models. - Ground TOL for B73C has been modified. MD80: Cd0 and Cd2 for IC and TO added, maximum altitude at MTOW, ISA weight gradient on maximum altitude Gw and temperature gradient Gt on maximum altitude have been changed - BA46 maximum altitude at MTOW, ISA weight gradient on maximum altitude Gw have been changed - E145 was added as equivalent of CRJ1 -

Revision 3.4 Issue 1.0

x

June 2002

A478 was added as equivalent of AT72

Released with BADA Revision 3.4 - correction of some typing errors - in chapter 3.5 configuration threshold altitude values replaced with Hmax,i while the corresponding numbers are listed in chapter 5.6 - Appendix B: a new column is added to the table; providing the information on maximum altitude that an aircraft can reach at MTOW (hmax) - FGTN aircraft model added -

FGTH aircraft model added

-

FGTL aircraft model added

-

FGTR aircraft model removed

-

DC-9 aircraft model re-modelled

-

D228 cruise and descent speed modified

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User Manual for the Base of Aircraft Data (BADA) Revision 3.12

Issue Number

Revision 3.5 Issue 1.0

Release Date

July 2003

EUROCONTROL

Comments -

SH36 cruise and descent speed modified

-

B738 maximum operational altitude modified

-

AT72 cruise speed corrected

-

PA34 minimum mass modified

-

B734 aircraft model added

-

B735 aircraft model added

-

E145 aircraft model added

-

B737 aircraft model added

-

AT45 aircraft model added

-

B762 aircraft model added

-

B743 aircraft model added

-

Removal of several existing OPF and APF files due to the change of ICAO aircraft designators according to RD3: A330, A340, BA46, DC9, MD80

-

Addition of several new OPF and APF files due to the change of ICAO aircraft designators according to RD3: A333, A343, B461, DC94, MD83

-

Addition of new equivalence aircraft types: A332, A342, A345, A346, B461, B462, B463, DC91, DC92, DC93, DC95, MD81, MD82, MD87, MD88, A124, AC80, AC90, AC95, AJET, AMX, AN72, ATLA, B1, B350, B739, B74D, BDOG, BE10, BE40, BE76, BER4, C17, C72R, C77R, C82R, C210, C212, C337, C526, C56X, CRJ7, E135, EUFI, F1, FT2H, F104, G222, GLF5, HAWK, H25A, H25C, IL96, JS1, JS3, JS20, LJ24, M20T, M20P, K35R, N262, P28T, P28B, PA32, PAY4, P68, PA44, SB05, T204, TBM7

-

Modification of the value for Maximum bank angles for civil flight during HOLD in BADA.GPF file

-

Configuration Management of BADA files have been changed; files have been migrated from RCS to Continuus Configuration Management System. That resulted in the modification of the “identification” part of all BADA files given in the header.

Released with BADA Revision 3.5 - correction of some typing errors -

B712 aircraft model added

-

LJ45 aircraft model added

-

C750 aircraft model added

-

RJ85 aircraft model added

-

B736 aircraft model added

-

B753 aircraft model added

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Issue Number

Revision 3.6

Release Date

July 2004

Issue 1.0

Comments -

A332 aircraft model added

-

B772 re-modelled

-

B738 re-modelled

-

B763 re-modelled

-

B703 WTC modified

-

JS41 WTC modified

-

Addition of new syn. aircraft types: P180, GLEX, C30J, J328, A7, B52, ETAR, F117, L159

-

Modification of BADA models for existing synonym aircraft types: C17, GLF3, GLF3, GLF4, GLF5

-

SYNONYM_ALL.LST file added.

Released with BADA Revision 3.6 The following models of aircraft added in BADA 3.6: - Dash 8-100: DH8A - Boeing MD82: MD82 - Boeing B767-400: B764 - Boeing B777-300: B773 - BAE 146-200: B462 The following models of aircraft have been re-modelled in BADA 3.6: - Airbus A300B4-203: A30B - Airbus A310: A310 - Airbus A319: A319 - Airbus A320: A320 - Airbus A321: A321 - Airbus A330-301: A333 - Airbus A340-313: A343 - Boeing B737-200: B732 - Boeing B737-300: B733 - Boeing B747-200: B742 - Boeing B747-400: B744 - Boeing B757-200: B752 Addition of new synonym aircraft types: A3ST, ASTR, B701, C441, GALX, J728, K35A, K35E, L29B, LJ25, LJ60, NIM, PC12, R135, RJ1H, RJ70, P32R, C208, AA5, S76, DC3, BLAS, AEST, EC35, PAY1, PA18, BE55, C170, B461. Correction of syntax errors in BADA files:

Revision 3.7

xii

March 2009

-

Boeing B777-200: B772

-

ATR42-500: AT45

Released with BADA Revision 3.7 - Modification of the values for constants g and R Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

Issue Number

Release Date

Issue 1.0

EUROCONTROL

Comments -

-

-

-

in Section 3. New description of formula 3.1-8 to match its actual use in some models. Coefficient CVmin, TO is no longer used in climb speed schedule, only in flight envelope determination. Numbering of several equations changed due to reorganisation of related sections. Change of descent thrust computation when CTdes,app and CTdes, ld are null in Section 3.7.3. Clarification of descent fuel flow computation in Section 3.9. Additional information on climb and descent speed schedules in Section 4. Update of some Fortran format descriptions in Section 6. Additional reasons for ROCD discontinuities added in Section 6.6. Introduction of new PTD file format. Update of Section 7 to describe the new means of access to the BADA files. Remodelling of 71 a/c types from BADA 3.6 more details in [RD8]. Addition of 12 new a/c models for following a/c types: A346, A388, BE58, C510, CRJ2, CRJ9, DA42, DH8D, E135, E170, E190, EA50. All synonym aircraft have been re-evaluated and some reassigned – more details in [RD12] reassigned.

Revision 3.8 Issue 1.0

April 2010

Released with BADA Revision 3.8 -

Introduction of new revised atmosphere model and relevant corresponding updates throughout the User Manual document

-

Harmonisation of acronyms for physical constants with the EEC Technical Report No. 2010-001, February 2010 “Revision of Atmosphere Model in BADA Aircraft Performance Model”

-

Clarification of descent fuel flow computation in Section 3.9.

-

Information added on whether some BADA model coefficients may or may not be negative.

-

Missing information about speed schedule in cruise for piston aircraft added (section 4.2)

-

Additional clarifications provided on use of altitudes in Section 4.

-

Additional explanatory note provided on data presented in the PTF file.

-

Correction of error in the solution for buffeting limit algorithm.

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Issue Number

Release Date

Comments -

Remodelling of 5 a/c types from BADA 3.7: B763, FA50, F900, RJ85, TRIN

-

Addition of 8 new a/c models: A318, A3ST, A345, B739, B77L, B77W, F2TH, FA7X.

Revision 3.8

August 2010

Issue 1.1

-

23 new synonym aircraft added – more details in [RD12].

-

Regeneration of all PTF/PTD files

Clarifications only, no impact on BADA implementations: - Overall review of the document to fix formatting and typography problems. - Formula 3.1-19 (approximate value of a constant) removed, formula 3.1-4 added to define TISA,trop, and some formulas reordered in section 3.1

Revision 3.9

April 2011

Issue 1.0

Released with BADA Revision 3.9: -

Minor updates in the document

-

Clarification about speed calculation in Chapter 4.2. Cruise

-

Remodelling of 4 a/c types from BADA 3.8: A320, BE58, DA42, E135

-

Addition of 6 new a/c models: AT72, AT75, C56X, E50P, E55P,TBM7

-

Revision 3.10 Issue 1.0

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April 2012

17 new synonym aircraft added and 13 existing synonyms have been revised

Released with BADA Revision 3.10: -

Corrected Fortran specification of the PTF file to match actual release files (it would miss the first digit of descent fuel flow in some cases)

-

Clarification about the impact of speed envelope on speed calculation in Chapters 4.1, 4.2 and 4.3

-

Slight change in the description of the buffeting limit algorithm to mention that the discriminant is not “always” but “usually” negative

-

Addition of 10 new a/c models: A342, B463, B748, B788, C172, C182, P180, RJ1H, SR22, TBM8

-

Full remodelling of 9 a/c types: A343, B462, C560, DH8D, F50, PA34, RJ85, SF34, TBM7

-

Partial update of 16 a/c types: A3ST, A318, A345, A388, B722, B735, B739, B743, B763, B772, B77L, B77W, BE20, C56X, E190, F100

-

Addition of 61 new synonym aircraft and revision

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Issue Number

Release Date

EUROCONTROL

Comments of 18 existing synonyms

Revision 3.11

May 2013

Issue 1.0

Released with BADA Revision 3.11: -

Addition of 23 new a/c models: A124, A140, A148, AN24, AN28, AN30, AN32, AN38, C25A, C25B, C25C, C525, C680, H25B, IL76, IL86, IL96, P28T, PA44, PA46, T204, YK40, YK42

-

Partial update of 4 a/c types: A318, C130, DC10, F70

-

Addition of 1 new synonym aircraft and revision of 10 existing synonyms

Special thanks to Zlata Belotic (University of Belgrade) for her contribution to this release. Revision 3.12 Issue 1.0

August 2014

Released with BADA Revision 3.12: -

Corrected Fortran specification of the Aircraft Type block in OPF file to match actual release files (section 6.4.2)

-

Addition of CTc,1 and CTc,4 to the list of coefficients that can be negative (section 3.11)

-

Pruning of the synonym files: only SYNONYM.NEW will now be maintained. Former SYNONYM.LST can be provided, upon request and with no support, to users of legacy systems.

-

The content of the last column of the SYNONYM.NEW file has been modified: it now indicates whether a designator is in use according to ICAO Doc 8643 (value “Y”) or not (value “N”).

-

Addition of 16 new aircraft models: B190, B350, BE30, BE40, C551, C650, DC93, GL5T, GLEX, GLF5, LJ60, P46T, PC12, PRM1, SU95, TB20

-

Full remodelling of 6 aircraft types: BE20, BE99, C550, C56X, FGTN, TB21 (formerly TRIN)

-

Partial update of 2 aircraft models: A319, YK40

-

Renaming of 2 aircraft models: P28U (formerly P28T), TB21 (formerly TRIN)

-

Addition of 31 new synonym aircraft and revision of 33 existing synonyms

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TABLE OF CONTENTS SUMMARY ......................................................................................................................... V USER MANUAL MODIFICATION HISTORY ................................................................... VII 1. INTRODUCTION ...........................................................................................................1 1.1.

IDENTIFICATION ......................................................................................................... 1

1.2.

PURPOSE .................................................................................................................... 1

1.3.

DOCUMENT ORGANISATION..................................................................................... 1

1.4.

REFERENCED DOCUMENTS ..................................................................................... 2

1.5.

GLOSSARY OF ACRONYMS....................................................................................... 3

1.6.

GLOSSARY OF SYMBOLS .......................................................................................... 4

2. REVISION SUMMARY..................................................................................................5 2.1.

SUPPORTED AIRCRAFT............................................................................................. 5

2.2.

UPDATES FOR BADA REVISION 3.12........................................................................ 5

3. OPERATIONS PERFORMANCE MODEL....................................................................7 3.1.

ATMOSPHERE MODEL ............................................................................................... 7 3.1.1. Definitions ....................................................................................................... 7 3.1.2. Expressions .................................................................................................... 8

3.2.

TOTAL-ENERGY MODEL .......................................................................................... 13

3.3.

AIRCRAFT TYPE ....................................................................................................... 17

3.4.

MASS ......................................................................................................................... 17

3.5.

FLIGHT ENVELOPE................................................................................................... 18

3.6.

AERODYNAMICS....................................................................................................... 20 3.6.1. Aerodynamic Drag ........................................................................................ 20 3.6.2. Low Speed Buffeting Limit (jet aircraft only) .................................................. 21

3.7.

ENGINE THRUST ...................................................................................................... 22 3.7.1. Maximum Climb and Take-Off Thrust............................................................ 22 3.7.2. Maximum Cruise Thrust ................................................................................ 23 3.7.3. Descent Thrust.............................................................................................. 23

3.8.

REDUCED CLIMB POWER........................................................................................ 24

3.9.

FUEL CONSUMPTION............................................................................................... 25 3.9.1. Jet and Turboprop Engines ........................................................................... 25 3.9.2. Piston Engines .............................................................................................. 26

3.10. GROUND MOVEMENT .............................................................................................. 26 3.11. SUMMARY OF OPERATIONS PERFORMANCE PARAMETERS.............................. 27

4. AIRLINE PROCEDURE MODELS ..............................................................................29 xvi

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4.1.

CLIMB ........................................................................................................................ 30

4.2.

CRUISE ...................................................................................................................... 31

4.3.

DESCENT .................................................................................................................. 32

5. GLOBAL AIRCRAFT PARAMETERS ........................................................................33 5.1.

INTRODUCTION ........................................................................................................ 33

5.2.

MAXIMUM ACCELERATION...................................................................................... 33

5.3.

BANK ANGLES .......................................................................................................... 34

5.4.

EXPEDITED DESCENT ............................................................................................. 34

5.5.

THRUST FACTORS ................................................................................................... 34

5.6.

CONFIGURATION ALTITUDE THRESHOLD............................................................. 35

5.7.

MINIMUM SPEED COEFFICIENTS............................................................................ 35

5.8.

SPEED SCHEDULES................................................................................................. 35

5.9.

HOLDING SPEEDS.................................................................................................... 36

5.10. GROUND SPEEDS .................................................................................................... 36 5.11. REDUCED POWER COEFFICIENT ........................................................................... 36

6. FILE STRUCTURE......................................................................................................37 6.1.

FILE TYPES ............................................................................................................... 37

6.2.

FILE CONFIGURATION MANAGEMENT ................................................................... 38 6.2.1. File Identification ........................................................................................... 39 6.2.2. History........................................................................................................... 40 6.2.3. Release......................................................................................................... 40 6.2.4. Release Summary file ................................................................................... 40

6.3.

SYNONYM FILE FORMAT ......................................................................................... 41

6.4.

OPF FILE FORMAT.................................................................................................... 44 6.4.1. File Identification Block ................................................................................. 45 6.4.2. Aircraft Type Block ........................................................................................ 45 6.4.3. Mass Block.................................................................................................... 46 6.4.4. Flight Envelope Block.................................................................................... 46 6.4.5. Aerodynamics Block...................................................................................... 47 6.4.6. Engine Thrust Block ...................................................................................... 48 6.4.7. Fuel Consumption Block ............................................................................... 49 6.4.8. Ground Movement Block............................................................................... 50

6.5.

APF FILE FORMAT .................................................................................................... 50 6.5.1. File Identification Block ................................................................................. 51 6.5.2. Procedures Specification Block ..................................................................... 51

6.6.

PTF FILE FORMAT .................................................................................................... 53

6.7.

PTD FILE FORMAT .................................................................................................... 56

6.8.

BADA.GPF FILE FORMAT ......................................................................................... 58 6.8.1. File Identification Block ................................................................................. 60

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6.8.2. 6.8.3.

Class Block ................................................................................................... 60 Parameter Block ........................................................................................... 61

7. REMOTE FILE ACCESS ............................................................................................62

LIST OF APPENDICES

APPENDIX A BADA REVISION 3.12 – LIST OF AVAILABLE AIRCRAFT MODELS ....64 APPENDIX B SOLUTIONS FOR BUFFETING LIMIT ALGORITHM ...............................83

LIST OF TABLES Table 3-1: BADA Operations Performance Parameter Summary .................................................. 27 Table 7-1: List of Aircraft Types Supported by BADA Revision 3.12 ............................................. 66

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1.

EUROCONTROL

INTRODUCTION

1.1. IDENTIFICATION This document is the User Manual for the Base of Aircraft Data (BADA) Revision 3.12. This manual replaces the previous User Manual for BADA Revision 3.11 [RD1]. 1.2. PURPOSE BADA is a collection of ASCII files which specifies operation performance parameters, airline procedure parameters and performance summary tables for 438 aircraft types. This information is designed for use in trajectory simulation and prediction algorithms within the domain of Air Traffic Management (ATM). All files are maintained within a configuration management system at the EUROCONTROL Validation Infrastructure Centre of Expertise located at the EUROCONTROL Experimental Centre (EEC) in Brétigny-sur-Orge, France. This document describes the mathematical models on which the data is based and specifies the format of the files which contain the data. In addition, this document describes how the files can be remotely accessed. 1.3. DOCUMENT ORGANISATION This document consists of seven sections including Section 1, the Introduction. A list of referenced documents along with a glossary of acronyms and symbols are included in this section. Section 2: Revision Summary, summarises the differences between BADA Revision 3.12 and the previous BADA Revision 3.11. Section 3: Operation Performance Models, defines the set of equations, which are used to parameterise aircraft performance. This includes models of aerodynamic drag, engine thrust, and fuel consumption. An atmosphere model is also provided. Section 4: Airline Procedure Models, defines the set of parameters which is used to characterise standard airline speed procedures for climb, cruise, and descent. Section 5: Global Aircraft Parameters, defines the set of global aircraft parameters that are valid for all, or a group of, aircraft. Section 6: File Structure, describes the files in which the BADA aircraft parameters are maintained. Six types of files are identified: • Synonym File listing the supported aircraft types; • Operations Performance Files (OPF) containing the performance parameters for a specific aircraft type; • Airline Procedures Files (APF) containing speed procedure parameters for a specific aircraft type; • Performance Table Files (PTF) containing summary performance tables of true airspeed, climb/descent rates and fuel consumption at various flight levels for a specific aircraft type; • Performance Table Data (PTD) containing detailed performance data at various flight levels for a specific aircraft type; Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

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• Global Parameters File (GPF) containing parameters that are valid for all aircraft or a group of aircraft, for instance all turboprops or all military aircraft. Section 7: Remote File Access to BADA, provides instructions on how to remotely access BADA files from the EUROCONTROL computing facilities over the Internet. Two appendices are also provided with this document. Appendix A provides a list of the aircraft types supported by BADA Revision 3.12 and Appendix B gives solutions for a buffeting limit algorithm. 1.4. REFERENCED DOCUMENTS RD1

User Manual for the Base of Aircraft Data (BADA) Revision 3.11; EEC Technical/Scientific Report No. 13/04/16-01, May 2013.

RD2

Aircraft Type Designators; ICAO Document No. 8643; Edition 42, April 2014, http://www.icao.int/publications/DOC8643/

RD3

Aircraft Modelling Standards for Future ATC Systems; EUROCONTROL Division E1 Document No. 872003, July 1987.

RD4

Manual of the ICAO Standard Atmosphere; ICAO Document No. 7488, 2nd Edition, 1964.

RD5

BADA Product Management Document; EEC Technical Report No. 2009-008, April 2009.

RD6

Base of Aircraft Data (BADA) Aircraft Performance Modelling Manual: EEC Technical Report No. 2009-009, April 2009.

RD7

Memo on the Calculation of Energy Share Factor; EEC/FAS/BYR/95/50; 22 November 1995.

RD8

Revision Summary Document for the Base of Aircraft Data (BADA) Revision 3.12; EEC Technical/Scientific Report No. 14/04/24-45; August 2014.

RD9

Aircraft Performance Summary Tables for the Base of Aircraft Data (BADA) Revision 3.12; EEC Technical/Scientific Report No. 14/04/24-46; August 2014.

RD10

Aircraft Type Designators, ICAO Document 8643, Versions 24-42.

RD11

BADA Support Application – User Guide, revision 1.1, August 2009.

RD12

Synonym Aircraft Report for the Base of Aircraft Data (BADA) - Revision 3.12: EEC Technical/Scientific Report No. 14/04/24-48, August 2014.

RD13

Model Accuracy Summary Report for the Base of Aircraft Data (BADA) - Revision 3.12: EEC Technical/Scientific Report No. 14/04/24-47, August 2014.

RD14

Revision of Atmosphere Model in BADA Aircraft Performance Model: EEC Technical Report No. 2010-001, February 2010.

RD15

Mathematical Handbook; M.R. Spiegel; 1968; McGraw-Hill book company.

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1.5. GLOSSARY OF ACRONYMS

AGL

Above Ground Level

APF

Airlines Procedures File

ASCII

American Standard Code for the Interchange of Information

ATM

Air Traffic Management

BADA

Base of Aircraft Data

CAS

Calibrated Airspeed

EEC

EUROCONTROL Experimental Centre

ESF

Energy Share Factor

ICAO

International Civil Aviation Organisation

ISA

International Standard Atmosphere

MLW

Maximum Landing Weight

MSL

Mean Sea Level

MTOW

Maximum Take-off Weight

OPF

Operations Performance File

PTD

Performance Table Data

PTF

Performance Table File

RCS

Revision Control System

ROCD

Rate of Climb or Descent

TAS

True Airspeed

TEM

Total-Energy Model

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1.6. GLOSSARY OF SYMBOLS A list of the symbols used in equations throughout this document is given below along with a description. Where appropriate, the engineering units typically associated with the symbol are also given. a

speed of sound

[m/s]

d

distance

[nautical miles]

f

fuel flow

[kg/min]

g0

gravitational acceleration

[m/s2]

dh dt

vertical speed

[m/s] or [ft/min]

h

geodetic altitude

[metres] or [ft]

H

geopotential altitude

[metres] or [ft]

Hp

geopotential pressure altitude

[metres] or [ft]

C

general coefficient

D

drag force

[Newtons]

m

aircraft mass

[tonnes] or [kg]

M

Mach number

[-]

p

Actual pressure

[Pa]

p0

Standard pressure at MSL

[Pa]

R

real gas constant for air

[m2/(K·s2)]

ROCD

Rate of Climb or Descent

[m/s] or [ft/min]

S

reference wing surface area

[m2]

T

temperature

[Kelvin]

Thr

thrust

[N]

V

speed

[m/s] or [knots]

∆T

temperature difference

[Kelvin]

W

weight

[N]

η

thrust specific fuel flow

[kg/(min·kN)]

ρ

air density

[kg/m3]

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2. REVISION SUMMARY This section summarises the aircraft types that are supported in BADA Revision 3.12 along with the updates that have been made from the previous release, BADA Revision 3.11.

2.1. SUPPORTED AIRCRAFT BADA Revision 3.12 provides operations and procedures data for a total of 438 aircraft types. For 166 of these aircraft types, data is provided directly in files. These aircraft types are referred to as being directly supported and referred to as aircraft original models. The way they have been identified is described in [RD6]. For the other 272 aircraft types, the data is specified to be the same as one of the directly supported 166 aircraft types. These aircraft types have been identified as being ‘equivalent’ to original aircraft models. They are referred to as synonym aircraft. More details on the way they have been identified are given in [RD12]. With three exceptions, each supported aircraft type is identified by a 4-character designation code assigned by the International Civil Aviation Organisation (ICAO) [RD2]. The exceptions are the models representing generic military fighters, which use the designators: FGTH, FGTL, FGTN. The list of aircraft types supported by BADA Revision 3.12 is given in Appendix A. In this Appendix the supported aircraft types are listed alphabetically by their designation code. For each aircraft type, the aircraft name and type of BADA support (either original or synonym) is specified. Also, for each synonym aircraft, which is supported through equivalence, the corresponding equivalent aircraft type is specified.

2.2. UPDATES FOR BADA REVISION 3.12 The main updates made to BADA Revision 3.12 from the previous Revision 3.11 are listed below: (a) Updates of existing documentation. (b) Addition of 16 new aircraft models. (c) Full remodelling of 6 aircraft types. (d) Partial update of 2 aircraft models. (e) Addition of new synonym aircraft and revision of existing ones. (f) Implementation of new ICAO aircraft designators according to the ICAO Doc. 8643 [RD2]. A more complete overview of all changes can be found in [RD8].

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3. OPERATIONS PERFORMANCE MODEL This section defines the various equations and coefficients used by the BADA operations performance model. The first two subsections describe the equations for atmospheric properties and the Total-Energy Model (TEM) equations respectively. The remaining eight subsections define the aircraft model in terms of the eight categories listed below:

• • • • • • • •

aircraft type, mass, flight envelope, aerodynamics, engine thrust, reduced power, fuel consumption, ground movement.

3.1. ATMOSPHERE MODEL This section provides expressions for the atmospheric properties (pressure, temperature, density and speed of sound) as a function of altitude which are required for calculation of aircraft performances and movements1. Conversions from CAS to TAS and Mach number also require the determination of several atmospheric properties as a function of altitude. The most important equations for atmospheric properties used by BADA and CAS/TAS conversion are summarised in this chapter, while other expressions and more details are provided in [RD14].

3.1.1. Definitions Mean Sea Level (MSL) Standard atmosphere conditions are those that occur in the International Standard Atmosphere (ISA) at the point where the geopotential pressure altitude Hp2 is zero. They are denoted as T0, p0, ρ0 and a0 with the values listed below:

Standard atmospheric temperature at MSL:

T0

=

288.15

[K]

Standard atmospheric pressure at MSL:

p0

=

101325

[Pa]

Standard atmospheric density at MSL:

ρ0

=

1.225

[kg/m3]

Speed of sound:

a0

=

340.294

[m/s]

1 These equations are based on the International Standard Atmosphere (ISA) [RD4]. 2 Geopotential pressure altitude Hp is the geopotential altitude H that occurs in the ISA atmospheric conditions [RD14].

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Mean Sea Level (MSL) atmosphere conditions are those that occur in a non-ISA atmosphere. They are identified by the sub-index MSL and differ from (T0, p0, ρ0, a0) in nonISA conditions. Non-ISA atmospheres are those that follow the same hypotheses as the ISA atmosphere but differ from it in that one or both of the following parameters is not zero: 1. ∆T. Temperature differential at MSL. It is the difference in atmospheric temperature at MSL between a given non-standard atmosphere and ISA. 2. ∆p. Pressure differential at MSL. It is the difference in atmospheric pressure at MSL between a given non-standard atmosphere and ISA. The values of these two parameters uniquely identify any non-ISA atmosphere. Thus, a non-ISA atmosphere provides expressions for the atmospheric pressure, temperature and density as functions of the geopotential altitude H3 and its two differentials. [RD14] provides more details on the corresponding analytical expressions.

3.1.2. Expressions The relationships linking the atmospheric pressure p, temperature T, geopotential pressure altitude Hp and geopotential altitude H for any ISA4 and non-ISA atmosphere are provided below. Physical constants which are used throughout this chapter are listed below: Adiabatic index of air:

κ

=

1.4

Real gas constant for air:

R

=

287.05287 [m2/(K·s2)]

Gravitational acceleration:

g0

=

9.80665

[m/s2]

- 0.0065

[K/m]

ISA temperature gradient with altitude below the tropopause:

βT,<

=

Note that subindex < denotes values below and at the tropopause and subindex > denotes values above the tropopause (as defined by 3.1-11).

Standard Mean Sea Level (subindex Hp = 0) The temperature differential ∆T sets the value of the real temperature T in non-standard atmospheres.

Hp,Hp=0 = 0

(3.1-1)

3 Geopotential altitude H is that which under the standard constant gravitational field provides the same differential work performed by the standard acceleration of free fall when displacing the unit of mass a distance dH along the line of force, as that performed by the geopotential acceleration when displacing the unit of mass a geodetic distance dh [RD14]. 4 By replacing ∆T and ∆p parameters with zeros the expressions are made applicable to the case of the standard atmosphere.

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pHp=0 = p0

(3.1-2)

TISA,Hp=0 = T0

(3.1-3)

THp=0 = T0 + ∆T

(3.1-4)

HHp =0 =

 T0 1  T0 − TISA,MSL + ∆T ⋅ Ln β T,<   TISA,MSL

    

(3.1-5)

where TISA is the standard atmospheric temperature that occurs in the ISA atmosphere. It is a function of the geopotential pressure altitude Hp.

Mean Sea Level (subindex MSL) The pressure differential ∆p sets the value of the atmospheric pressure p. HMSL=0

(3.1-6)5

pMSL = p0 + ∆p

(3.1-7)

T Hp,MSL = 0 β T,<

  p MSL  p  0 

  

−

βT,
  − 1  

(3.1-8)

TISA,MSL = T0 + βT,< Hp,MSL

(3.1-9)

TMSL = T0 + ∆T + βT,< Hp,MSL

(3.1-10)

Tropopause Tropopause is the separation between two different layers: the troposphere, which stands below it, and the stratosphere, which is placed above. Its altitude Hp,trop is constant when expressed in terms of geopotential pressure altitude:

Hp,trop = 11000 [m]

(3.1-11)

5 In order to simplify the expressions, this document assumes that the geopotential altitude at mean sea level is always zero.

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a)

b)

Determination of Temperature T = f (Hp, ∆T)

(3.1-12)

T< = T0 + ∆T + βT,< Hp,<

(3.1-13)

TISA,trop = T0 + βT,< Hp,trop

(3.1-14)

Ttrop = T0 + ∆T + βT,< Hp,trop

(3.1-15)

T> = Ttrop

(3.1-16)

Determination of Air Pressure p = f (T, ∆T)

 T − ∆T   p < = p 0  <  T0 

p trop

(3.1-17) −

g0 βT,< R

 Ttrop − ∆T   = p 0   T 0  

−

(3.1-18)

g0 βT,< R

(3.1-19)

T> = Ttrop, so p> does not directly depend on temperature T>. For altitudes above the tropopause, the following formula should be used:   g0 (Hp,> − Hp,trop ) p > = p trop exp −  R TISA,trop 

(3.1-20)

where altitudes Hp,> and Hp,trop are expressed in metres.

c)

Determination of Air Density The air density, ρ, in kg/m3, is calculated from the pressure p and the temperature T at altitude using the perfect gas law:

ρ=

10

p RT

(3.1-21)

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Determination of Speed of Sound

The speed of sound, a, is the speed at which the pressure waves travel through a fluid and it is given by the expression: a= κRT e)

(3.1-22)

CAS/TAS Conversion

The true airspeed, VTAS, is calculated as a function of the calibrated air speed, VCAS, as follows: 1

VTAS

=

   2 p  p 0  1 + p µ ρ    

  µ ρ0 2     1 + 2 p VCAS  − 1  0     1 µ

µ

 2  − 1  

(3.1-23)

Similarly, VCAS is calculated as a function of VTAS as follows: 1

VCAS

µ    2 1     2 p    µ   p µ ρ 2  1 + 0 =  VTAS  − 1  − 1  1 +   2 p  µ ρ 0  p 0         

(3.1-24)

where symbols not previously defined are explained below: µ=

κ -1 κ

(µ=

1 if κ = 1.4) 3.5

(3.1-25)

Note that for these conversion formulas above, the speeds VTAS and VCAS must be specified in m/s.

f)

Mach/TAS conversion

The true airspeed, VTAS [m/s], is calculated as a function of the Mach number, M, as follows: VTAS = M × κ R T

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(3.1-26)

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g)

Mach/CAS transition altitude The transition altitude (also called crossover altitude), Hp,trans [ft], between a given CAS, VCAS [m/s], and a Mach number, M, is defined to be the geopotential pressure altitude at which VCAS and M represent the same TAS value, and can be calculated as follows:

1000   Hp, trans =   ⋅ [T0 ⋅ (1 − θ trans )]  0.3048 ⋅ 6.5 

(3.1-27)

where θtrans is the temperature ratio at the transition altitude,

θ trans = ( δ trans )

-

βT,
(3.1-28)

where δtrans is the pressure ratio at the transition altitude, κ

δ trans

12

2 κ −1   κ − 1  V  CAS  1 +     −1    2  a 0     = κ  κ − 1 2  κ −1 −1 1 + 2 M   

(3.1-29)

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3.2. TOTAL-ENERGY MODEL The Total-Energy Model equates the rate of work done by forces acting on the aircraft to the rate of increase in potential and kinetic energy, that is: (Thr - D) ⋅ VTAS = mg 0

dVTAS dh + mVTAS dt dt

(3.2-1)

The symbols are defined below with metric units specified: Thr

-

thrust acting parallel to the aircraft velocity vector [Newtons]

D

-

aerodynamic drag

[Newtons]

m

-

aircraft mass

[kilograms]

h

-

geodetic altitude

[m]

g0

-

gravitational acceleration

[9.80665 m/s2]

VTAS d dt

-

true airspeed

[m/s]

-

time derivative

[s-1]

Note that true airspeed is often calculated in knots and altitude calculated in feet thus requiring the appropriate conversion factors. Without considering the use of devices such as spoilers, leading-edge slats or trailing-edge flaps, there are two independent control inputs available for affecting the aircraft trajectory in the vertical plane. These are the throttle and the elevator. These inputs allow any two of the three variables of thrust, speed, or rate of climb or descent (ROCD) to be controlled. The other variable is then determined by equation 3.2-1. The three resulting control possibilities are elaborated on below. (a)

Speed and Throttle Controlled

- Calculation of Rate of Climb or Descent

Assuming that velocity and thrust are independently controlled, then equation 3.2-1 is used to calculate the resulting rate of climb or descent (ROCD). This is a fairly common case for climbs and descents in which the throttle is set to some fixed position (maximum climb thrust or idle for descent) and the speed is maintained at some constant value of calibrated airspeed (CAS) or Mach number. (b)

ROCD and Throttle Controlled

- Calculation of Speed

Assuming that the ROCD and thrust are independently controlled, then equation 3.2-1 is used to calculate the resulting speed. (c)

Speed and ROCD Controlled

- Calculation of Thrust

Assuming that both ROCD and speed are controlled, then equation 3.2-1 can be used to calculate the necessary thrust. This thrust must be within the available limits for the desired ROCD and speed to be maintained.

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Case (a), above, is the most common such that equation 3.2-1 is most often used to calculate the rate of climb or descent. To facilitate this calculation, equation 3.2-1 can be rearranged as follows:

(Thr - D) ⋅ VTAS = mg 0

dh  dV + m VTAS  TAS dt  dh

  dh      dt 

(3.2-2)

Isolating the vertical speed on the left hand side gives: (Thr − D) ⋅ VTAS   VTAS dh = 1 +  dt mg 0   g 0

  dVTAS       dh 

−1

(3.2-3)

Vertical speed is defined as the variation with time of the aircraft geodetic altitude h. The assumption of a standard constant gravity field derives in identical geodetic and geopotential altitudes H [RD14]. The ROCD is defined as the variation with time of the aircraft geopotential pressure altitude Hp. It is the preferred way of presenting the performances of an aircraft as it eliminates possible variations caused by the atmospheric conditions:

T − ∆T (Thr − D) ⋅ VTAS ROCD = = dt T mg 0 dHp

  VTAS 1 +    g 0

  dVTAS     dh

   

−1

(3.2-4)

where: T

-

atmosphere temperature [K];

∆T

-

temperature differential [K].

It has been shown by Renteux [RD3] that the last term can be replaced by an energy share factor as a function of Mach number, f{M}:  V f {M} = 1 +  TAS   g 0

  dVTAS  ⋅    dh

   

−1

(3.2-5)

This leads to: dh  (Thr − D) ⋅ VTAS  =  f {M} dt  mg 0  ROCD =

dHP T − ∆T  (Thr − D) ⋅ VTAS  =   f {M} dt T mg 0  

(3.2-6)

(3.2-7)

This energy share factor f{M} specifies how much of the available power is allocated to climb as opposed to acceleration while following a selected speed profile during climb. For several common flight conditions, equation 3.2-5 can be rewritten as is done below. A more comprehensive description of this process can be found in [RD7]: 14

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(a)

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Constant Mach number in stratosphere (i.e. above tropopause) above tropopause and mach transition altitude

f{M} = 1.0

(3.2-8)

Note that above the tropopause the air temperature and the speed of sound are constant. Maintaining a constant Mach number therefore requires no acceleration and all available power can be allocated to a change in altitude. (b)

Constant Mach number below tropopause:  κ R β T,< 2 T − ∆T  f {M} = 1 + M  2 g0 T  

−1

below tropopause and above mach transition altitude

(3.2-9)

In this case, for a typical Mach number of 0.8 the energy share factor allocated to climb is 1.09. This number is greater than 1 because below the tropopause, the temperature and thus, speed of sound decreases with altitude. Maintaining a constant Mach number during climb thus means that the true airspeed decreases with altitude. Consequently, the rate of climb benefits from not only all the available power but also a transfer of kinetic energy to potential energy. (c)

Constant Calibrated Airspeed (CAS) below tropopause

below tropopause and mach transition altitude

κ −1     κ R β T,< 2 T − ∆T  κ - 1 2  κ −1  κ - 1 2  κ −1  f {M} = 1 + M + 1 + M  1 + M  − 1 T 2 2 2 g0         

−1

(3.2-10)

In this case the energy share factor is less than one. A Mach number of 0.6 for example yields an energy share factor of 0.85. This number is less than 1 because as density decreases with altitude, maintaining a constant CAS during climb requires maintaining a continual increase in true airspeed. Thus, some of the available power needs to be allocated to acceleration leaving the remainder for climb. (d)

Constant Calibrated Airspeed (CAS) above tropopause. κ −1      κ - 1 2  κ −1  κ - 1 2  κ −1  − 1 f {M} = 1 +  1 + M  1 + M  2 2         

above tropopause and below mach transition altitude −1

(3.2-11)

This formula is identical to (3.2-10), except that βT is now null since we are above the tropopause. The energy share factors given above apply equally well to descent as to climb. The difference being that the available power is negative for descent. In cases where neither constant Mach number nor constant CAS is maintained, the following energy share factors are used: Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

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• • • •

acceleration in climb: deceleration in descent: deceleration in climb: acceleration in descent:

f{M} = 0.3 f{M} = 0.3 f{M} = 1.7 f{M} = 1.7

Note that, for the cases of acceleration in climb or deceleration in descent, the majority of the available power is devoted to a change in speed. For the cases of deceleration in climb or acceleration in descent, the energy share factor is greater than 1 since the change of altitude benefits from a transfer of kinetic energy.

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3.3. AIRCRAFT TYPE Three values are specified for aircraft type, these being the number of engines, neng, the engine type and the wake category. The engine type can be one of three values: • • •

Jet Turboprop Piston

The wake category can also be one of four values: • • • •

J : jumbo H : heavy M: medium L : light

Note that ICAO associates a wake category with each aircraft type designator [RD2].

3.4. MASS Four mass values are specified for each aircraft in tonnes: mmin mmax mref mpyld

- minimum mass - maximum mass - reference mass - maximum payload mass

Note that the specified mass limits are taken from aircraft performance reference data which is available in the BADA library. In function of specific aircraft certified limitations, a particular aircraft version of a given aircraft type (model) may have different limits. More details on the way the mass limits are selected in BADA are provided in [RD6]. Aircraft operating speeds vary with the aircraft mass. This variation is calculated according to the formula below: V = Vref ×

m m ref

(3.4-1)

In this formula, the aircraft reference speed Vref is given for the reference mass mref. The speed at another mass, m, is then calculated as V. An example of an aircraft speed which can be calculated via this formula is the stall speed, Vstall.

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3.5. FLIGHT ENVELOPE (a)

Maximum Speed and Altitude

The maximum speed and altitude for an aircraft are expressed in terms of the following six parameters: VMO

-

maximum operating speed (CAS) [kt]

MMO

-

maximum operational Mach number

hMO

-

maximum operating altitude [ft] above standard MSL

hmax

-

maximum altitude [ft] above standard MSL at MTOW under ISA conditions (allowing about 300 ft/min of residual rate of climb)

Gw

-

mass gradient on hmax [ft/kg]

Gt

-

temperature gradient on hmax [ft/K]

The maximum altitude for any given mass is:

h max/act = MIN [ h MO , h max + G t × (∆T − C Tc,4 ) + G w × (m max − m act )]

(3.5-1)

where: ∆T is the temperature deviation from ISA [K] mact is the actual aircraft mass [kg] with:

Gw ≥ 0 Gt ≤ 0 if (∆T - CTc,4) < 0, then: (∆T - CTc,4) = 0

Formula 3.5-1 should not be executed when the hmax value in the OPF file is set to 0 (zero). In that case the maximum altitude is always hMO. Note that the given speed and altitude limits are taken from available reference data: depending upon specific certifications, a particular aircraft of a given type may present different limits. (b)

Minimum Speed

The minimum speed for the aircraft is in function of aircraft stall speed and specified as follows:

Vmin = C Vmin,TO × Vstall

if in take-off

(3.5-2)

Vmin = C Vmin × Vstall

otherwise

(3.5-3)

Note: See Section 3.6.2 for minimum speed at high altitude for jet aircraft and Section 5.7 for the values of the minimum speed coefficients. Here the speeds are specified in terms of CAS. The stall speed depends upon the configuration.

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Specifically, five different configurations are specified with a stall speed, (Vstall)i, and configuration threshold altitude, Hmax,i, given for each: TO - take-off configuration

(Vstall)TO

(in climb up to Hmax,TO AGL) IC - initial climb configuration

(Vstall)IC

(in climb between Hmax,TO and Hmax,IC AGL) CR - cruise (clean) configuration

(Vstall)CR

(in climb above Hmax,IC AGL, in descent above Hmax,AP AGL, in descent below Hmax,AP AGL when V ≥ Vmin,cruise + 10 kt) AP - approach configuration

(Vstall)AP

(in descent between Hmax,AP AGL and Hmax,LD AGL when V < Vmin,cruise + 10 kt, in descent below Hmax,LD AGL when Vmin,cruise + 10 kt > V ≥ Vmin,approach + 10 kt) LD - landing configuration

(Vstall)LD

(in descent below Hmax,LD AGL when V < Vmin,approach + 10 kt) The threshold altitudes are expressed in terms of geopotential pressure altitude. However, when aircraft operations close to the ground are considered, one has to account for airport/runway elevation6. The pressure altitude thresholds provided above correspond to geopotential pressure altitude Above Ground Level (AGL). The stall speeds correspond to a minimum stall speed and not a 1-g stall speed. Also, the BADA model assumes that for any aircraft these stall speeds have the following relationship: (Vstall ) CR ≥ (Vstall )IC ≥ (Vstall ) TO ≥ (Vstall ) AP ≥ (Vstall )LD The configuration specific values are listed in Section 5.6. The speeds V used during the descent, approach and landing phases are defined in Section 4.3.

6 Measured from Mean Sea Level (MSL).

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3.6.

AERODYNAMICS

3.6.1. Aerodynamic Drag The lift coefficient, CL, is determined assuming that the flight path angle is zero. However, a correction for a bank angle φ is made. CL =

2 ⋅ m ⋅ g0

(3.6-1)

ρ ⋅ VTAS ⋅ S ⋅ cos φ 2

Under nominal conditions, the drag coefficient, CD is specified as a function of the lift coefficient CL as follows: C D = C D0,CR + C D2,CR × (C L )

2

(3.6-2)

Formula 3.6-2 is valid for all situations except for the approach and landing where other drag coefficients are to be used. In the approach configuration (as defined in Section 3.5) a different flap setting is used, and formula 3.6-3 should be applied: C D = C D0,AP + C D2,AP × (C L )

2

(3.6-3)

In the landing configuration (as defined in Section 3.5) a different flap setting is used, and formula 3.6-4 should be applied: C D = C D0,LDG + C D0,∆LDG + C D2,LDG × (C L )

2

(3.6-4)

The value of CD0,∆LDG represents drag increase due to the landing gear. The values of CD0,LD in the OPF files were all determined for the landing flap setting mentioned in the OPF file. The drag force [Newtons] is then determined from the drag coefficient in the standard manner: C ⋅ ρ ⋅ VTAS ⋅ S D= D 2 2

(3.6-5)

Where:

ρ is the air density [kg/m3] S is the wing reference area [m2] VTAS is the true airspeed [m/s]. Note that the air density is a function of altitude as described in Section 3.1.

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The above equations thus result in eight coefficients for the specification of drag: S CD0,CR

CD2,CR

CD0,AP

CD2,AP

CD0,LD

CD2,LD

CD0,∆LDG In case the CD0,AP, CD2,AP, CD0,LD, CD2,LD and CD0,∆LDG coefficients (referred to as “non-clean” data in this document) are set to 0 (zero) in the OPF file, expression 3.6-2 will be used in all cases.

3.6.2. Low Speed Buffeting Limit (jet aircraft only) For jet aircraft a low speed buffeting limit has been introduced. This buffeting limit is expressed as a Mach number and can be determined using the following equation: k × M3 - C Lbo (M=0) × M 2 +

W = 0 S ⋅ p ⋅ 0.583

(3.6-6)

where: k is lift coefficient gradient CLbo (M=0) is initial buffet onset lift coefficient for M=0 p is actual pressure [Pa] M is Mach number S is the wing reference area [m2] W is aircraft weight [N] Note that the factor of 0.583 gives a 0.2 g margin. The k and CLbo (M=0) parameters have been determined for nearly all jet aircraft in BADA Revision 3.12. If the k and CLbo (M=0) parameters in the OPF file are set to 0 (zero), the minimum speed is given by expressions 3.5-2 and 3.5-3. Otherwise, the solution for M in Formula 3.6-6 can be obtained using the method given in Appendix B. The buffeting limit should be applied as a minimum speed in the following way: - If (Hp ≥ 15,000 ft)

then: Vmin= MAX(Vmin,stall, Mb)

- If (Hp < 15,000 ft)

then: Vmin= Vmin,stall

where: Hp

is the geopotential pressure altitude

Mb

is the lowest positive solution of expression 3.6-6

Vmin,stall

is given by expressions 3.5-2 and 3.5-3

Note that the units of the two values Vmin,stall and Mb inside the MAX() expression should be the same.

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3.7. ENGINE THRUST The BADA model provides coefficients that allow the calculation of the following thrust levels: • maximum climb and take-off, • maximum cruise, • descent. The thrust is calculated in Newtons and includes the contribution from all engines. The subsections below provide the equations for each of the thrust conditions.

3.7.1. Maximum Climb and Take-Off Thrust The maximum climb thrust at standard atmosphere conditions, (Thrmax Newtons as a function of the following information: • • • •

climb)ISA,

is calculated in

engine type: either Jet, Turboprop or Piston; geopotential pressure altitude, Hp [ft]; true airspeed, VTAS [kt]; temperature deviation from standard atmosphere, ∆T [K].

The equations corresponding to the three engine types are given below.

Jet:

(Thrmax climb )ISA

 Hp 2 = C Tc,1 ×  1 + C Tc,3 × Hp   C Tc,2 

Turboprop:

(Thrmax climb )ISA

=

Piston:

(Thrmax climb )ISA

 Hp = C Tc,1 ×  1  C Tc,2

C Tc,1 VTAS

  

× 1 -

Hp   + C Tc,3 C Tc,2   C Tc,3 +  V TAS 

(3.7-1)

(3.7-2)

(3.7-3)

For all engine types, the maximum climb thrust is corrected for temperature deviations from standard atmosphere, ∆T, in the following manner: Thr max climb = (Thrmax climb )ISA × ( 1 - C Tc,5 ⋅ ∆Teff )

(3.7-4)

Where: ∆Teff = ∆T – CTc,4

(3.7-5)

0.0 ≤ ∆Teff x CTc,5 ≤ 0.4

(3.7-6)

CTc,5 ≥ 0.0

(3.7-7)

with the limits: and:

This maximum climb thrust is used for both take-off and climb phases.

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3.7.2. Maximum Cruise Thrust The normal cruise thrust is by definition set equal to drag (Thr = D). However, the maximum amount of thrust available in cruise situation is limited. The maximum cruise thrust is calculated as a ratio of the maximum climb thrust given by expression 3.7-4, that is: (Thrcruise )MAX = C Tcr × Thr max climb

(3.7-8)

The coefficient CTcr is currently uniformly set for all aircraft (see Section 5.5).

3.7.3. Descent Thrust Descent thrust is calculated as a ratio of the maximum climb thrust given by expression 3.7-4, with different correction factors used for high and low altitudes, and approach and landing configurations (see Section 3.5), that is: if Hp > Hp,des:

Thrdes,high = C Tdes,high × Thrmax climb

(3.7-9)

Cruise configuration:

Thrdes,low = C Tdes,low × Thrmax climb

(3.7-10)

Approach configuration:

Thrdes,app = C Tdes,app × Thrmax climb

(3.7-11)

Landing configuration:

Thrdes,ld = C Tdes,ld × Thrmax climb

(3.7-12)

if Hp ≤ Hp,des:

Note that for those models where “non-clean” data (see Section 3.6.1) is available, Hp,des cannot be below Hmax,AP.

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3.8. REDUCED CLIMB POWER The reduced climb power has been introduced to allow the simulation of climbs using less than the maximum climb setting. In day-to-day operations, many aircraft use a reduced setting during climb in order to extend engine life and save cost. The correction factors that are used to calculate the reduction in power have been obtained in an empirical way and have been validated with the help of air traffic controllers. In BADA, climbs that are performed using the full climb power will result in profiles that match the reference data that is found in the Flight Manual of the aircraft. Climbs with reduced power will give a realistic profile.

C pow,red = 1 - C red ×

m max − m act m max − m min

(3.8-1)

The value of Cred is a function of the aircraft type and is given in Section 5.11. Nevertheless: If Hp < (0.8·hmax): Cred = f (aircraft type)

(see Section 5.11)

Cred = 0

[dimensionless]

Else

where hmax is given by expression 3.5-1. The power reduction Cpow,red is to be applied during the climb phase in expression 3.2-7, which becomes: ROCD =

24

dHp dt

=

T - ∆T (Thrmax climb − D) ⋅ VTAS ⋅ C pow,red ⋅ f {M} T m ⋅ g0

(in climb)

(3.8-2)

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3.9. FUEL CONSUMPTION 3.9.1. Jet and Turboprop Engines For the jet and turboprop engines, the thrust specific fuel consumption, η [kg/(min·kN)], is specified as a function of the true airspeed, VTAS [kt]: jet:

 V  η = C f1 ×  1 + TAS  C f2  

(3.9-1)

turboprop:

 V  V  η = C f1 ×  1 - TAS  ×  TAS  C 1000  f2   

(3.9-2)

The nominal fuel flow, fnom [kg/min], can then be calculated using the thrust, Thr: jet/turboprop:

fnom = η × Thr

(3.9-3)

These expressions are used in all flight phases except during idle descent and cruise, where the following expressions are to be used. The minimum fuel flow, fmin [kg/min], corresponding to idle thrust descent conditions for both jet and turboprop engines, is specified as a function of the geopotential pressure altitude, Hp [ft], that is:

jet/turboprop:

 H fmin = C f3  1 - P  C f4

  

(3.9-4)

Note that for both jet and turboprop engines, the idle thrust part of the descent stops when the aircraft switches to approach and landing configuration (see Section 3.5), at which point thrust is generally increased. Hence, the calculation of fuel flow during approach and landing phases shall be based on the nominal fuel flow (expressions 3.7-11, 3.7-12 and 3.9-3), and limited to the minimum fuel flow (expression 3.9-4) if necessary: jet/turboprop:

fap/ld = MAX (fnom, fmin)

(3.9-5)

The cruise fuel flow, fcr [kg/min], is calculated using the thrust specific fuel consumption η, the thrust Thr, and a cruise fuel flow factor, Cfcr: jet/turboprop:

f cr = η × Thr × C fcr

(3.9-6)

For the moment the cruise fuel flow correction factor has been established for a number of aircraft types whenever the reference data for cruise fuel consumption is available. This factor has been set to 1 (one) for all the other aircraft models.

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3.9.2. Piston Engines For piston engines, the nominal fuel flow, fnom [kg/min], is specified to be a constant, that is: fnom = C f1

(3.9-7)

This expression is used in all flight phases except during descent and cruise, where the following expressions are to be used. The minimum fuel flow, fmin [kg/min], corresponding to descent conditions for piston engines, is specified to be a constant: fmin = C f3

(3.9-8)

The cruise fuel flow, fcr [kg/min], is calculated using a cruise fuel flow factor, Cfcr: f cr = C f1 × C fcr

(3.9-9)

For the moment the cruise fuel flow correction factor has been established for a number of aircraft types whenever the reference data for cruise fuel consumption is available. This factor has been set to 1 (one) for all the other aircraft models.

3.10. GROUND MOVEMENT Four values are specified that can be of use when simulating ground movements. These parameters are: • TOL: FAR Take-Off Length [m] with MTOW on a dry, hard, level runway under ISA conditions and no wind. • LDL: FAR Landing Length [m] with MLW on a dry, hard, level runway under ISA conditions and no wind. • span: aircraft wingspan [m] • length: aircraft length [m] Note that currently the value of the MLW is not provided in BADA. Apart from these model specific parameters, there are also a number of ground speeds defined as general parameters in Section 5.10.

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3.11. SUMMARY OF OPERATIONS PERFORMANCE PARAMETERS A summary of the parameters specified by the BADA operations performance model is supplied in Table 3-1 below. This table excludes those parameters that have been set to zero. Detailed information on how these parameters have been obtained during the process of BADA aircraft model identification using the aircraft performance reference documents is provided in [RD6].

Important notice: Parameters listed in bold in the Table 3-1 below should not be modified by the user as such modifications may impact the validity of the data provided in [RD13].

Table 3-1: BADA Operations Performance Parameter Summary

Model Category Aircraft type (3 values)

Mass (4 values)

Flight envelope (6 values)

Aerodynamics (16 values for jet aircraft, only 14 values for others)

Symbols

Units

Description

neng

dimensionless

number of engines

engine type

string

either Jet, Turboprop or Piston

wake category

string

either J, H, M or L

mref

tonnes

reference mass

mmin

tonnes

minimum mass

mmax

tonnes

maximum mass

mpyld

tonnes

maximum payload mass

VMO

knots (CAS)

maximum operating speed

MMO

dimensionless

maximum operating Mach number

hMO

feet

maximum operating altitude

hmax

feet

max. altitude at MTOW and ISA

Gw

feet/kg

weight gradient on max. altitude

Gt

feet/K

temperature gradient on max. altitude

S

m

CD0,CR

dimensionless

parasitic drag coefficient (cruise)

CD2,CR

dimensionless

induced drag coefficient (cruise)

CD0,AP

dimensionless

parasitic drag coefficient (approach)

CD2,AP

dimensionless

induced drag coefficient (approach)

CD0,LD

dimensionless

parasitic drag coefficient (landing)

CD2,LD

dimensionless

induced drag coefficient (landing)

CD0,∆∆LDG

dimensionless

parasite drag coef. (landing gear)

(Vstall)i

knots (CAS)

stall speed [TO, IC, CR, AP, LD]

CLbo (M=0)

dimensionless

Buffet onset lift coef. (jet only)

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Model Category

Engine thrust (12 values)

Symbols

Units

Description

K

dimensionless

Buffeting gradient (jet only)

CTc,1

Newton (jet/piston) knot-Newton (turboprop)

1st max. climb thrust coefficient

CTc,2

feet

2nd max climb thrust coefficient 2

CTc,3

1/feet (jet) Newton (turboprop) knot-Newton (piston)

3rd max. climb thrust coefficient

CTc,4

K

1st thrust temperature coefficient

CTc,5

1/K

2nd thrust temperature coefficient

CTdes,low

dimensionless

low altitude descent thrust coefficient

CTdes,high

dimensionless

high altitude descent thrust coefficient

Hp,des

feet

transition altitude for calculation of descent thrust

CTdes,app

dimensionless

approach thrust coefficient

CTdes,ld

dimensionless

landing thrust coefficient

Vdes,ref

knots

reference descent speed (CAS)

Mdes,ref

dimensionless

reference descent Mach number

Cf1

kg/(min·kN) (jet) kg/(min·kN·knot) (turboprop) kg/min (piston)

1st thrust specific fuel consumption coefficient

Cf2

knots

2nd thrust specific fuel consumption coefficient

Cf3

kg/min

1st descent fuel flow coefficient

Cf4

feet

2nd descent fuel flow coefficient

Cfcr

dimensionless

cruise fuel flow correction coefficient

Ground movement

TOL

m

take-off length

LDL

m

landing length

(4 values)

span

m

wingspan

length

m

length

Fuel flow (5 values)

Note that the following coefficients can have negative values: K, Gt, CTc,1, CTc,2, CTc,3, CTc,4, CTdes,low, CTdes,high, Cf2, Cf4.

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4. AIRLINE PROCEDURE MODELS This section defines the standard airline procedures, which are parameterised by the BADA airline procedure models. Definition of the standard airline procedures in BADA is driven by a requirement to provide means of simulating standard or nominal aircraft operations using different simulation and modelling tools for various ATM applications. The BADA airline procedure model is provided for three separate flight phases: climb, cruise and descent. For each of these phases and each aircraft model, the BADA airline procedure model requires the following information to determine aircraft speed schedule: 1. BADA airline procedure default speeds provided in Airline Procedure File (APF): V1 - standard CAS [knots] below 10,000 ft; V2 - standard CAS [knots] between 10,000 ft and Mach transition altitude; M - standard Mach number above Mach transition altitude; where the Mach transition altitude is defined in Section 3.1 (g). 2. Stall speeds for take-off and landing configurations provided in Operations Performance File (OPF) 3. Coefficients provided in the Section 5.7 and 5.8 The process of definition of the BADA airline procedure default speeds and choice of aircraft configurations in function of flight phase is described in [RD6]. The airline procedure model below 10,000 ft with corresponding coefficients (mentioned under item 3 above) have been defined taking into account aircraft manufacturer’s performance reference data and aircraft operational data available at EUROCONTROL. The fact that the way aircraft is operated varies significantly in function of specific airspace procedures and operating policies of locally dominant airlines is widely recognised. It is for that reason that the resulting speed schedules of the BADA standard airline procedure model may differ from a geographical location or of an aerospace’s specific aircraft operation. To account for the local aircraft operation characteristics and improve conformance of the simulated aircraft behaviour with real operations, the user of BADA is given a possibility to modify the BADA default speeds (as provided in APF file). The change of speed related APF parameters should be done in accordance with the BADA modelling procedure described in the Chapter 2.2.3 of [RD6]. However, the stall speeds (as provided in OPF file) and coefficients detailed in Section 5.7 and 5.8 are not subject to modification. The BADA User should not modify them. The altitude levels, used for determination of CAS speed schedules and provided in the following chapters, are expressed in terms of geopotential pressure altitude. However, different reference datums for altitude measurement7 may be applied in function of the user application and its functional design choices. The BADA Airline Procedure Model only identifies the possibility to introduce notion of different altitude altimetry for calculation of the CAS speed schedules in the user application. The implementation decision is left to the application owner.

7 Such as use of standard operational pressure settings used in aviation: QNH for MSL pressure, QFE for pressure at the airport reference point or QNE corresponding to standard MSL1013 hPa.These can be selected through the altimeter’s pressure setting knob in the aircraft.

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4.1. CLIMB The following parameters are defined for each aircraft type to characterise the climb phase:







Vcl,1

-

standard climb CAS [knots] between 1,500/6,000 and 10,000 ft

Vcl,2

-

standard climb CAS [knots] between 10,000 ft and Mach transition altitude

Mcl

-

standard climb Mach number above Mach transition altitude

For jet aircraft the following CAS schedule is assumed, based on the parameters mentioned above and the take-off stall speed: from 0 to 1,499 ft

CVmin · (Vstall)TO + VdCL,1

(4.1-1)

from 1,500 to 2,999 ft

CVmin · (Vstall)TO + VdCL,2

(4.1-2)

from 3,000 to 3,999 ft

CVmin · (Vstall)TO + VdCL,3

(4.1-3)

from 4,000 to 4,999 ft

CVmin · (Vstall)TO + VdCL,4

(4.1-4)

from 5,000 to 5,999 ft

CVmin · (Vstall)TO + VdCL,5

(4.1-5)

from 6,000 to 9,999 ft

min (Vcl,1, 250 kt)

from 10,000 ft to Mach transition altitude

Vcl,2

above Mach transition altitude

Mcl

For turboprop and piston aircraft the following CAS schedule is assumed: from 0 to 499 ft

CVmin · (Vstall)TO + VdCL,6

(4.1-6)

from 500 to 999 ft

CVmin · (Vstall)TO + VdCL,7

(4.1-7)

from 1,000 to 1,499 ft

CVmin · (Vstall)TO + VdCL,8

(4.1-8)

from 1,500 to 9,999 ft

min (Vcl,1, 250 kt)

from 10,000 ft to Mach transition altitude

Vcl,2

above Mach transition altitude

Mcl

Note 1: The take-off stall speed, (Vstall)TO, must be corrected for the difference in aircraft mass from the reference mass using formula 3.4-1. The values for VdCL,i can be found in Section 5. Note 2: The climb speed schedule shall determine an increasing speed from take-off to Vcl,1. To ensure that monotony, it is recommended to determine the speed schedule from the highest altitude to the lowest one, and to use at each step the speed of the higher altitude range as a ceiling value for the lower altitude range. Note 3: Any speed from the schedule described above that would be lower (resp. higher) than the minimum (resp. maximum) speed determined for the same conditions using Section 3.5 (b) (resp. Section 3.5 (a)) shall be overriden by this minimum (resp. maximum) speed.

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4.2. CRUISE The following parameters are defined for each aircraft type to characterise the cruise phase:







Vcr,1

-

standard cruise CAS [knots] between 3,000 and 10,000 ft

Vcr,2

-

standard cruise CAS [knots] between 10,000 ft and Mach transition altitude

Mcr

-

standard cruise Mach number above Mach transition altitude

For jet aircraft the following CAS schedule is assumed: from 0 to 2,999 ft

min (Vcr,1, 170 kt)

from 3,000 to 5,999 ft

min (Vcr,1, 220 kt)

from 6,000 to 13,999 ft

min (Vcr,1, 250 kt)

from 14,000 ft to Mach transition altitude

Vcr,2

above Mach transition altitude

Mcr

For turboprop and piston aircraft the following CAS schedule is assumed: from 0 to 2,999 ft

min (Vcr,1, 150 kt)

from 3,000 to 5,999 ft

min (Vcr,1, 180 kt)

from 6,000 to 9,999 ft

min (Vcr,1, 250 kt)

from 10,000 ft to Mach transition altitude

Vcr,2

above Mach transition altitude

Mcr

Note: Any speed from the schedule described above that would be lower (resp. higher) than the minimum (resp. maximum) speed determined for the same conditions using Section 3.5 (b) (resp. Section 3.5 (a)) shall be overriden by this minimum (resp. maximum) speed.

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4.3. DESCENT The following parameters are defined for each aircraft type to characterise the descent phase:







Vdes,1

-

standard descent CAS [knots] between 3,000/6,000 and 10,000 ft

Vdes,2

-

standard descent CAS [knots] between 10,000 ft and Mach transition altitude

Mdes

-

standard descent Mach number above Mach transition altitude

For jet and turboprop aircraft the following CAS schedule is assumed, based on the above parameters and the landing stall speed: from 0 to 999 ft

CVmin · (Vstall)LD + VdDES,1

(4.3-1)

from 1,000 to 1,499 ft

CVmin · (Vstall)LD + VdDES,2

(4.3-2)

from 1,500 to 1,999 ft

CVmin · (Vstall)LD + VdDES,3

(4.3-3)

from 2,000 to 2,999 ft

CVmin · (Vstall)LD + VdDES,4

(4.3-4)

from 3,000 to 5,999 ft

min (Vdes,1, 220)

from 6,000 to 9,999 ft

min (Vdes,1, 250)

from 10,000 ft to Mach transition altitude

Vdes,2

above Mach transition altitude

Mdes

For piston aircraft the following CAS schedule is assumed: from 0 to 499 ft

CVmin · (Vstall)LD + VdDES,5

(4.3-5)

from 500 to 999 ft

CVmin · (Vstall)LD + VdDES,6

(4.3-6)

from 1000 to 1,499 ft

CVmin · (Vstall)LD + VdDES,7

(4.3-7)

from 1,500 to 9,999 ft

Vdes,1

from 10,000 ft to Mach transition altitude

Vdes,2

above Mach transition altitude

Mdes

Note 1: The landing stall speed, (Vstall)LD, must be corrected for the difference in aircraft mass from the reference mass using formula 3.4-1. The values for VdDES,i can be found in Section 5. Note 2: The descent speed schedule shall determine a decreasing speed from Vdes,1 to landing. To ensure that monotony, it is recommended to evaluate the speed schedule from the highest altitude to the lowest one, and to use at each step the speed of the higher altitude range as a ceiling value for the lower altitude range. Note 3: Any speed from the schedule described above that would be lower (resp. higher) than the minimum (resp. maximum) speed determined for the same conditions using Section 3.5 (b) (resp. Section 3.5 (a)) shall be overriden by this minimum (resp. maximum) speed.

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5. GLOBAL AIRCRAFT PARAMETERS 5.1. INTRODUCTION A number of parameters that have been described in Section 3 (Operations Performance Model) and Section 4 (Airline Procedure Model) have values that are independent of the aircraft type or model for which they are used. The values of these and other parameters which have general use, have been put in the Global Parameters File (BADA.GPF). This increases the flexibility and allows an easier evaluation of the values that are used. The next section gives an overview of the parameters that are defined in the Global Parameters File. If relevant, it also indicates the formula in which the parameter should be used.

5.2. MAXIMUM ACCELERATION Maximum acceleration parameters are used to limit the increment in TAS (longitudinal) or ROCD (normal). Two parameters are defined:

Value [ft/s2]:

Name:

Description:

al,max (civ)

maximum longitudinal acceleration for civil flights

2.0

an,max (civ)

maximum normal acceleration for civil flights

5.0

The two acceleration limits are to be used in the following way:




longitudinal acceleration:

Vk - Vk -1

≤




normal acceleration:

γ k - γ k -1

≤

where,

a l,max (civ) ∆t a n,max (civ) ∆t V

. h γ = sin   V  

(5.2-1) (5.2-2)



-1 

(5.2-3)

and,

γ

is the climb/descent angle,

V

is the true airspeed [ft/s],

k, k-1

indicate values at update intervals k and k-1,

∆t

is the time interval between k and k-1 [s]

The values for the maximum longitudinal acceleration for military flights, al,max (mil), and for the maximum normal acceleration for military flights, an,max (mil), are currently undefined.

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5.3. BANK ANGLES Nominal and maximum bank angles are defined separately for military and civil flights. These bank angles can be used to calculate nominal and maximum rate of turns.

Name:

Description:

Value [deg]:

φnom,civ (TO,LD)

Nominal bank angles for civil flight during TO and LD

15

φnom,civ (OTHERS)

Nominal bank angles for civil flight during all other phases

35

φnom,mil

Nominal bank angles for military flight (all phases)

50

φmax,civ (TO,LD)

Maximum bank angles for civil flight during TO and LD

25

φmax,civ (HOLD)

Maximum bank angles for civil flight during HOLD

35

φmax,civ (OTHERS)

Maximum bank angles for civil flight during all other phases

45

φmax,mil

Maximum bank angles for military flight (all phases)

70

The rate of turn, ϕ& , is calculated as a function of the bank angle:

ϕ& =

g0 × tan (φ ) VTAS

(5.3-1)

5.4. EXPEDITED DESCENT The expedited descent factor is to be used as a drag multiplication factor during expedited descents in order to simulate use of spoilers:

Name:

Description:

Value [ - ]:

Cdes,exp

Expedited descent factor

1.6

The drag during an expedited descent is calculated using the nominal drag (see Section 3.6.1): Ddes,exp = Cdes,exp · Dnom

(5.4-1)

5.5. THRUST FACTORS Maximum take-off and maximum cruise thrust factors have been specified. The CTh,TO factor is no longer used since BADA 3.0. The CTcr factor is to be used in expression 3.7-8.

34

Name:

Description:

Value [ - ]:

CTh,TO

Take-off thrust coefficient

1.2

CTcr

Maximum cruise thrust coefficient

0.95

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5.6. CONFIGURATION ALTITUDE THRESHOLD For 4 configurations, altitude thresholds have been specified in BADA: take-off (TO), initial climb (IC), approach (AP) and landing (LD). Note that the selection of the take-off and initial climb configurations is defined only with the altitude. The selection of the approach and landing configurations is done through the use of air speed and altitude (see Section 3.5), while the altitudes at which the configuration change takes place should not be higher than the ones given below. The altitude values are expressed in terms of geopotential pressure altitude.

Name:

Description:

Value [ft]:

Hmax,TO

Maximum altitude threshold for take-off

400

Hmax,IC

Maximum altitude threshold for initial climb

2,000

Hmax,AP

Maximum altitude threshold for approach

8,000

Hmax,LD

Maximum altitude threshold for landing

3,000

5.7. MINIMUM SPEED COEFFICIENTS Two minimum speed coefficients are specified, which are to be used in expressions 3.5-2 and 3.53 and (for CVmin only) in Section 4.1 and 4.3:

Name:

Description:

Value [ - ]:

CVmin,TO

Minimum speed coefficient for take-off

1.2

CVmin

Minimum speed coefficient (all other phases)

1.3

5.8. SPEED SCHEDULES The speed schedules applicable below FL100 for climb and descent are based on a factored stall speed plus increment valid for a specified geopotential pressure altitude range.

Name:

Description:

VdCL,1

Climb speed increment below 1500 ft (jet)

5

VdCL,2

Climb speed increment below 3000 ft (jet)

10

VdCL,3

Climb speed increment below 4000 ft (jet)

30

VdCL,4

Climb speed increment below 5000 ft (jet)

60

VdCL,5

Climb speed increment below 6000 ft (jet)

80

VdCL,6

Climb speed increment below 500 ft (turbo/piston)

20

VdCL,7

Climb speed increment below 1000 ft (turbo/piston)

30

VdCL,8

Climb speed increment below 1500 ft (turbo/piston)

35

VdDES,1

Descent speed increment below 1000 ft (jet/turboprop)

5

VdDES,2

Descent speed increment below 1500 ft (jet/turboprop)

10

VdDES,3

Descent speed increment below 2000 ft (jet/turboprop)

20

VdDES,4

Descent speed increment below 3000 ft (jet/turboprop)

50

VdDES,5

Descent speed increment below 500 ft (piston)

5

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VdDES,6

Descent speed increment below 1000 ft (piston)

10

VdDES,7

Descent speed increment below 1500 ft (piston)

20

These values are to be used in the expressions in Section 4.1 and 4.3.

5.9. HOLDING SPEEDS The holding speeds that are to be used to calculate holding areas are defined according to the ICAO standards:

Name:

Description:

Value [KCAS]:

Vhold,1

Holding speed below FL140

230

Vhold,2

Holding speed between FL140 and FL200

240

Vhold,3

Holding speed between FL200 and FL340

265

Vhold,4

Holding speed above FL340 [Mach]

0.83

Note that the holding speeds that are used by individual aircraft may vary between types.

5.10. GROUND SPEEDS A number of ground speeds are defined for the simulation of ground movement. For the moment, no distinction between aircraft type or engine type is made. The following speeds have been defined:

Name:

Description:

Value [KCAS]:

Vbacktrack

Runway backtrack speed

35

Vtaxi

Taxi speed

15

Vapron

Apron speed

10

Vgate

Gate speed

5

The runway backtrack speed is the speed the aircraft will maintain when it backtracks across the runway. The taxi speed is used anywhere between the runway and the apron area. The apron speed is used in the apron area while the gate speed is used for all manoeuvring between the gate position and the apron.

5.11. REDUCED POWER COEFFICIENT The reduced power coefficients are defined for the three different engine types. It is stressed that the values given below were found in an empirical way and have been validated with the help of air traffic controllers:

Name:

Description:

Value [ - ]:

Cred,turbo

Maximum reduction in power for turboprops

0.25

Cred,piston

Maximum reduction in power for pistons

0.0

Cred,jet

Maximum reduction in power for jets

0.15

The coefficients should be used in Formula 3.8-1. 36

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6. FILE STRUCTURE 6.1. FILE TYPES All data provided by BADA Revision 3.12 are organised into six types of files: • • • • • •

one Synonym File, a set of Operations Performance Files, a set of Airline Procedure Files, a set of Performance Table Files, a set of Performance Table Data, a Global Parameter File.

•

The Synonym File, named SYNONYM.NEW, provides a list of all the aircraft types which are supported by BADA and indicates whether the aircraft type is supported directly (through provision of parameters in other files) or supported by equivalence (through indicating an equivalent aircraft type that is supported directly). In addition, the file indicates whether the aircraft type is recognised by ICAO in [RD2]. The format of the file is described in Section 6.3.

•

There is one Operations Performance File (OPF) provided for each aircraft type which is directly supported. This file specifies parameter values for the mass, flight envelope, drag, engine thrust and fuel consumption that are described in Section 3. Details on the format of the OPF file are given in Section 6.4.

•

There is one Airline Procedures File (APF) for each directly supported aircraft type. This file specifies the nominal manoeuvre speeds that are described in Section 4. Details on the format of the APF file are given in Section 6.5.

•

There is one Performance Table File (PTF) for each directly supported aircraft type. This file contains a summary table of speeds, climb/descent rates and fuel consumption at various flight levels. Details on the format of the PTF file are given in Section 6.6.

•

There is one Performance Table Data (PTD) file for each directly supported aircraft type. This file contains a detailed table of computed performance values at various flight levels. Details on the format of the PTD file are given in Section 6.7.

•

Finally there is one Global Parameter File which is named BADA.GPF. This file contains parameters that are described in Section 5 and are valid for all aircraft or a group of aircraft (for instance all civil flights or all jet aircraft). Details on the format of the GPF file are given in Section 6.8.

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The names of the OPF, APF, PTF and PTD files are based on the ICAO designation code for the aircraft type. With only the exception of the generic military fighter aircraft types (FGTH, FGTL, FGTN), this code is the same as the International Civil Aviation Organisation (ICAO) designator code for the aircraft type [RD2]. That is: Operations Performance File name:

__.OPF

Airline Procedures File name:

__.APF

Performance Table File name:

__.PTF

Performance Table Data name:

__.PTD

Note that there are at least two underscore characters between the ICAO code and the file extension such that the length of the file name without the extension is six characters. Most ICAO codes are four characters in length and thus have two underscore characters. Some ICAO codes, however, can be shorter (e.g. F50) and thus require more underscore characters. For example, an Airbus 310 which has the ICAO code of A310 is represented in BADA by the following files: Operations Performance File:

A310__.OPF

Airline Procedures File:

A310__.APF

Performance Table File:

A310__.PTF

Performance Table Data:

A310__.PTD

The Fokker F50, which has the ICAO code of F50, is represented in BADA by the following files: Operations Performance File:

F50___.OPF

Airline Procedures File:

F50___.APF

Performance Table File:

F50___.PTF

Performance Table Data:

F50___.PTD

All files belonging to BADA Revision 3.12, that is the Synonym File, the GPF file and all APF, OPF, PTF and PTD files, are controlled within a configuration management system. This system is described in Section 6.2.

6.2. FILE CONFIGURATION MANAGEMENT Starting with the BADA 3.4 release, the BADA Synonym File, GPF and all APF, OPF, PTF and PTD files are placed and managed under the Change Management Synergy (CM Synergy) tool at EUROCONTROL. This section briefly describes some of the CM Synergy features that will be used for the management of the BADA files. CM Synergy provides a complete change management environment in which development and management of the files can be done easily, quickly, and securely. It maintains control of file versions and allows management of project releases with some of the benefits listed below: •

workflow management, which enables easy identification of the files modified to implement the change, and review of the reason for a change,

•

project reproducibility by accurately creating baseline configurations,

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•

role-based security,

•

Distributed Change Management (DCM) which allows files sharing among any number of CM Synergy databases. With DCM transfer of an entire database or a subset of a database can be done, either automatically or manually.

The CM Synergy automated migration facilities feature complete version history migration from RCS system archives. This has enabled to bring successfully all the BADA files with their history under the CM Synergy control. A CM Synergy database is created for BADA project. Such a database represents a data repository that stores all controlled data, including data files, their properties and relationships to one another. The following BADA files are placed in the CM Synergy database: • the Synonym File • the GPF file • all APF, OPF, PTF and PTD files Within the CM Synergy, different methodologies in the way the files are managed are used. For BADA database, the task-based methodology is chosen which enables the tracking of the changes by using tasks, rather than individual files, as the basic unit of work. The specific procedures used for configuration management are specified in the BADA Configuration Management Manual [RD5].

6.2.1. File Identification Any file managed in a CM Synergy database is uniquely identified by the following attributes: name, version, type, and instance. By default, the four-part name (also called full name) is written like this: name-version:type:instance. A file name can be up to 151 characters long, and the version can be any 32-character combination. The type can be any of the default types (e.g., csrc, ascii, etc.), or any BADA type that is created (APF, OPF, PTF, PTD, GPF). The name, version, and type are designated by the user, but the instance is calculated by CM Synergy. The version of a file corresponds to the evolution of the file in time. By default, CM Synergy creates version numbers, starting with 1, for each file that is created in the CM Synergy database. Each time the object is modified, CM Synergy increments the version. The instance is used to distinguish between multiple objects with the same name and type, but that are not versions of each other. It is important to notice that, following the CM Synergy approach of the file identification, no information on the file version is provided in the BADA file itself. A new layout of the header of BADA files has been developed and it will be described in more details in the following sections.

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6.2.2. History The history of a file shows all the existing versions and the relationships between the versions. By history, CM Synergy means all of the file versions created before the current file version (called predecessors) and all of the file versions created after the current file version (called successors). This functionality allows for the tracking of all modifications to a file.

6.2.3. Release The release is a label that indicates the version of the project, in this case the release of BADA files. BADA releases are usually identified by a number, e.g. 3.3 or 3.4. However, the name of release in CM Synergy can be made out of any combination of alphabetic and numerical characters. Like in the case of the file version, no information on the current BADA release is given in the BADA files.

6.2.4. Release Summary file The ReleaseSummary file provides a list of all files delivered as part of the BADA release. It lists, for each BADA file, the file name and BADA release identification, which is the BADA release in which the file was last modified.

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6.3. SYNONYM FILE FORMAT The SYNONYM.NEW file is an ASCII file, which lists all aircraft types supported by the BADA revision. All supported aircraft are listed alphabetically in the file whether they are supported directly or by equivalence. An example of the SYNONYM.NEW file is given below (partial listing). CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC SYNONYM.NEW CCCCCCCCCCCCCCC/ CC / CC BADA SYNONYM FILE / CC / CC / CC File_name: SYNONYM.NEW / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Aug 25 2014 / CC / CC / CC====== Aircraft List ===============================================/ CC / CC A/C MANUFACTURER NAME OR MODEL FILE ICAO / CC CODE / CC / CD * A10 FAIRCHILD THUNDERBOLT II FGTN__ Y / CD - A124 ANTONOV AN-124 RUSLAN A124__ Y / CD - A140 ANTONOV AN-140 A140__ Y / CD - A148 ANTONOV AN-148-100B A148__ Y / CD - A306 AIRBUS A300B4-600 A306__ Y / CD - A30B AIRBUS A300B4-200 A30B__ Y / CD - A310 AIRBUS A310 A310__ Y / CD - A318 AIRBUS A318 A318__ Y / CD - A319 AIRBUS A319 A319__ Y / CD - A320 AIRBUS A320 A320__ Y / CD - A321 AIRBUS A321 A321__ Y / CD - A332 AIRBUS A330-200 A332__ Y / CD - A333 AIRBUS A330-300 A333__ Y / CD - A342 AIRBUS A340-200 A342__ Y / CD - A343 AIRBUS A340-300 A343__ Y / CD - A345 AIRBUS A340-500 A345__ Y / CD - A346 AIRBUS A340-600 A346__ Y / CD * A359 AIRBUS A350-900 WXB B772__ Y / CD - A388 AIRBUS A380-800 A388__ Y / CD - A3ST AIRBUS A-300ST Beluga A3ST__ Y / CD * A4 DOUGLAS SUPER SKYHAWK FGTN__ Y / CD * A400 AIRBUS A-400M A3ST__ Y / CD * A6 GRUMMAN INTRUDER FGTN__ Y / CD * A660 THRUSH 660 TURBO THRUSH AN28__ Y / CD * A7 VOUGHT CORSAIR II A7 FGTN__ Y / CD * A748 AVRO AVRO 748 ATP___ Y /

There are three types of lines in the SYNONYM.NEW file with the line type identified by the first two characters in the line. These line types with their associated two leading characters are listed below. CC CD FI

comment line data line end-of-file line

The data is organised into two blocks separated by a comment line consisting of the block name and equal signs "=": • file identification block • aircraft list block Each of these blocks is described in the subsections below. Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

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6.3.1.1. File Identification Block The file identification block provides information on the file name, creation and modification date. The block consists of 12 comment lines as shown below. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC SYNONYM.NEW CCCCCCCCCCCCCCC/ CC / CC BADA SYNONYM FILE / CC / CC / CC File_name: SYNONYM.NEW / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Aug 25 2014 / CC / CC /

The comment lines specify the file name along with the creation and last modification date. The creation date indicates the date when the file was created for the first time. The modification date indicates when the contents of the file were last modified.

6.3.1.2. Aircraft Listing Block The aircraft listing block consists of 5 comment lines and at least one data line for each aircraft supported by the BADA revision. A partial listing of this block is shown below. CC====== Aircraft List ===============================================/ CC / CC A/C MANUFACTURER NAME OR MODEL FILE ICAO / CC CODE / CC / CD * A10 FAIRCHILD THUNDERBOLT II FGTN__ Y / CD - A124 ANTONOV AN-124 RUSLAN A124__ Y / CD - A140 ANTONOV AN-140 A140__ Y / CD - A148 ANTONOV AN-148-100B A148__ Y / CD - A306 AIRBUS A300B4-600 A306__ Y / CD - A30B AIRBUS A300B4-200 A30B__ Y /

Each data line consists of 6 fields as described below: (a)

Support Type Field This field is one character in length being one of the following two values: "-"

to indicate an aircraft type directly supported, and,

"*"

to indicate an aircraft type supported by equivalence with another directly supported aircraft

(b)

Aircraft Code Field This field identifies the aircraft type. It consists of a three or four-character ICAO code.

(c)

Manufacturer Field This field identifies the manufacturer of the aircraft. Examples are Boeing, Airbus or Fokker.

(d)

Name or Model Field This field identifies the name or model for the aircraft type. Examples are the 747-400 series or Learjet 35.

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(e)

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File Field This field indicates the name of the OPF, APF, PTF or PTD file, which contains the parameters for the aircraft type (minus the file extension). For an aircraft type which is directly supported this file name will be the same as the ICAO code with an additional two or more underscore characters to form a string of six characters in length. For example, the file name corresponding to the A333 will be A333__. This indicates an OPF file A333__.OPF, an APF file A333__.APF, a PTF file A333__.PTF and a PTD file A333__.PTD. For the Fokker F-27 with an ICAO code of F27, the file names include three underscore characters, that is, F27___.OPF, F27___.APF, F27___.PTF and F27___.PTD. For an aircraft type which is supported through equivalence the file name will indicate the file for the equivalent aircraft type which should be used. As an example, the Antonov 12 (AN12) is equivalent to the Lockheed C-130 Hercules (C130). Thus the files C130__.OPF, C130__.APF, C130__.PTF and C130__.PTD should be used.

(f)

ICAO Field This field indicates whether the designator for this aircraft type is in use according to ICAO Doc 8643 [RD2] (value “Y”) or not (value “N”). This allows the BADA user to either conform to the latest ICAO Doc 8643, or maintain compatibility with legacy data. Aircraft types associated with the “N” value include generic BADA models whose names are not official ICAO designators, such as FGTN or HELI, and decommissioned aircraft types, such as MIR4 or NIM.

The above fields are specified in the following fixed format (Fortran notation): 'CD', 1X, A1, 1X, A4, 3X, A18, 1X, A25, 1X, A6, 2X, A1

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6.4. OPF FILE FORMAT The Operations Performance File (OPF) is an ASCII file, which for a particular aircraft type specifies the operations performance parameters described in Section 3. An example of an OPF file for the A306 (Airbus 300B4-600) aircraft is shown below. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCC A306__.OPF CCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC AIRCRAFT PERFORMANCE OPERATIONAL FILE / CC / CC / CC File_name: A306__.OPF / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Sep 05 2008 / CC / CC / CC====== Actype ======================================================/ CD A306__ 2 engines Jet H / CC A300B4-622 with PW4158 engines wake / CC / CC====== Mass (t) ====================================================/ CC reference minimum maximum max payload mass grad / CD .14000E+03 .87000E+02 .17170E+03 .39000E+02 .15103E+00 / CC====== Flight envelope =============================================/ CC VMO(KCAS) MMO Max.Alt Hmax temp grad / CD .33500E+03 .82000E+00 .41000E+05 .32378E+05 -.2716E+02 / CC====== Aerodynamics ================================================/ CC Wing Area and Buffet coefficients (SIM) / CCndrst Surf(m2) Clbo(M=0) k CM16 / CD 5 .26000E+03 .13150E+01 .84080E+00 .00000E+00 / CC Configuration characteristics / CC n Phase Name Vstall(KCAS) CD0 CD2 unused / CD 1 CR Clean .15100E+03 .20591E-01 .51977E-01 .00000E+00 / CD 2 IC S15F00 .11700E+03 .33057E-01 .45362E-01 .00000E+00 / CD 3 TO S15F00 .11700E+03 .33057E-01 .45362E-01 .00000E+00 / CD 4 AP S15F15 .10900E+03 .38031E-01 .44932E-01 .00000E+00 / CD 5 LD S30F40 .97000E+02 .78935E-01 .44822E-01 .00000E+00 / CC Spoiler / CD 1 RET / CD 2 EXT .00000E+00 .00000E+00 / CC Gear / CD 1 UP / CD 2 DOWN .22500E-01 .00000E+00 .00000E+00 / CC Brakes / CD 1 OFF / CD 2 ON .00000E+00 .00000E+00 / CC====== Engine Thrust ===============================================/ CC Max climb thrust coefficients (SIM) / CD .29716E+06 .51306E+05 .56296E-10 .84814E+01 .44597E-02 / CC Desc(low) Desc(high) Desc level Desc(app) Desc(ld) / CD .32012E-01 .40310E-01 .15161E+05 .13124E+00 .39136E+00 / CC Desc CAS Desc Mach unused unused unused / CD .30000E+03 .78000E+00 .00000E+00 .00000E+00 .00000E+00 / CC====== Fuel Consumption ============================================/ CC Thrust Specific Fuel Consumption Coefficients / CD .63936E+00 .10047E+04 / CC Descent Fuel Flow Coefficients / CD .21196E+02 .67071E+05 / CC Cruise Corr. unused unused unused unused / CD .98852E+00 .00000E+00 .00000E+00 .00000E+00 .00000E+00 / CC====== Ground ======================================================/ CC TOL LDL span length unused / CD .23620E+04 .15550E+04 .44840E+02 .54080E+02 .00000E+00 / CC====================================================================/ FI /

There are three types of lines in the OPF file with the line type identified by the first two characters in the line. These line types with their associated two leading characters are listed below. 44

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comment line

CD FI

data line end-of-file line

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The comment lines are provided solely for the purpose of improving the readability of the file. All coefficients are contained within the CD lines in a fixed format. The end-of-file line is included as the last line in the file in order to facilitate the reading of the file in certain computing environments. The data is organised into a total of eight blocks with each block separated by a comment line containing the block name and equal signs "=". These blocks are listed below and are described in further detail in the subsections below. • • • • • • • •

file identification block aircraft type block mass block flight envelope block aerodynamics block engine thrust block, fuel consumption block ground movements block

6.4.1. File Identification Block The file identification block provides information on the file name, creation date and modification date. The block consists of 11 comment lines. An example of the file identification block for the A306__.OPF file is shown below. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCC A306__.OPF CCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC AIRCRAFT PERFORMANCE OPERATIONAL FILE / CC / CC / CC File_name: A306__.OPF / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Sep 05 2008 / CC /

The comment lines specify the file name along with the creation date and last modification date. The creation date indicates the date when the file was created for the first time. The modification date indicates when the contents of the file were last modified.

6.4.2. Aircraft Type Block The OPF aircraft type block consists of 1 data line with 3 comment lines for a total of 4 lines. An example of the aircraft type block is given below. 1 ->

CC====== Actype ======================================================/ CD A306__ 2 engines Jet H / CC A300B4-622 with PW4158 engines wake / CC /

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The data line specifies the following aircraft type parameters: • ICAO aircraft code (followed by 2 or more underscore characters as required to form a six character string) • number of engines, neng • engine type • wake category The engine type can be one of the following three values: Jet, Turboprop or Piston. The wake category can be one of the four values J (jumbo), H (heavy), M (medium) or L (light). The four values are specified in the following fixed format (Fortran notation) 'CD', 3X, A6, 9X, I1, 12X, A9, 17X, A1 The comment lines typically indicate the engine manufacturer's designation and the source of the performance coefficients.

6.4.3. Mass Block The OPF mass block consists of 1 data line with 2 comment lines for a total of 3 lines. An example of the mass block is given below. 1 ->

CC====== Mass (t) ====================================================/ CC reference minimum maximum max payload mass grad / CD .14000E+03 .87000E+02 .17170E+03 .39000E+02 .15103E+00 /

The data line specifies the following BADA mass model parameters: mref

mmin

mmax

mpyld

Gw

These parameters are specified in the following fixed format (Fortran notation) 'CD', 2X, 5 (3X, E10.5)

6.4.4. Flight Envelope Block The OPF flight envelope block consists of 1 data line with 2 comment lines for a total of 3 lines. An example of the flight envelope block is given below. 1 ->

CC====== Flight envelope =============================================/ CC VMO(KCAS) MMO Max.Alt Hmax temp grad / CD .33500E+03 .82000E+00 .41000E+05 .32378E+05 -.2716E+02 /

The date line specifies the following BADA speed envelope parameters: VMO

MMO

hMO

hmax

Gt

Note that all altitudes are expressed in feet. These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 5 (3X, E10.5)

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6.4.5. Aerodynamics Block The OPF aerodynamics block consists of 12 data lines and 8 comment lines for a total of 20 lines. An example of the aerodynamics block is given below.

1 ->

2 3 4 5 6

-> -> -> -> ->

7 -> 8 -> 9 -> 10 -> 12 -> 13 ->

CC====== Aerodynamics ================================================/ CC Wing Area and Buffet coefficients (SIM) / CCndrst Surf(m2) Clbo(M=0) k CM16 / CD 5 .26000E+03 .13150E+01 .84080E+00 .00000E+00 / CC Configuration characteristics / CC n Phase Name Vstall(KCAS) CD0 CD2 unused / CD 1 CR Clean .15100E+03 .20591E-01 .51977E-01 .00000E+00 / CD 2 IC S15F00 .11700E+03 .33057E-01 .45362E-01 .00000E+00 / CD 3 TO S15F00 .11700E+03 .33057E-01 .45362E-01 .00000E+00 / CD 4 AP S15F15 .10900E+03 .38031E-01 .44932E-01 .00000E+00 / CD 5 LD S30F40 .97000E+02 .78935E-01 .44822E-01 .00000E+00 / CC Spoiler / CD 1 RET / CD 2 EXT .00000E+00 .00000E+00 / CC Gear / CD 1 UP / CD 2 DOWN .2250E-01 .00000E+00 .00000E+00 / CC Brakes / CD 1 OFF / CD 2 ON .00000E+00 .00000E+00 /

The first data line specifies the following BADA aerodynamic model parameters: S

Clbo(M=0)

k

CM16

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 4 (3X, E10.5) Note that the "5" under the header "ndrst" stands for the five drag settings. Currently this is not used but is left in for compatibility requirements. The next line holds besides the stall speed and flap setting for cruise as well as the values for the two drag coefficients for this configuration: (Vstall)CR

CD0

CD2

These parameters are specified in the following fixed format (Fortran notation): 'CD', 15X, 3 (3X, E10.5) The next four data lines have the same format and correspond to the other configurations. The configurations are specified in the following order, corresponding to a semi-monotonically decreasing stall speed: IC

initial climb

TO

take-off

AP

approach

LD

landing

The stall speed, (Vstall)i, is specified for each configuration, and CD0 and CD2 are given if available in the following fixed format (Fortran notation): 'CD', 15X, 3 (3X, E10.5)

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In case the IC configuration is equal to the CR configuration, the values for CD0 and CD2 are mentioned only in the CR dataline. Note that CD0 and CD2 coefficients for IC and TO configurations are not used but are included for the reason of compatibility with previous versions. The data lines 7 through 9 are not used but are included for the reason of compatibility with previous versions. Dataline 10 holds the drag increment for landing gear down: CD0,∆LDG The format of this line is: 'CD', 31X, E10.5 Datalines 11 and 12 are not used but are included for the reason of compatibility with previous versions.

6.4.6. Engine Thrust Block The OPF engine thrust block consists of 3 data lines with 4 comment lines for a total of 7 lines. An example of the engine thrust block is given below. 1 -> 2 -> 3 ->

CC====== Engine Thrust ===============================================/ CC Max climb thrust coefficients (SIM) / CD .29716E+06 .51306E+05 .56296E-10 .84814E+01 .44597E-02 / CC Desc(low) Desc(high) Desc level Desc(app) Desc(ld) / CD .32012E-01 .40310E-01 .15161E+05 .13124E+00 .39136E+00 / CC Desc CAS Desc Mach unused unused unused / CD .30000E+03 .78000E+00 .00000E+00 .00000E+00 .00000E+00 /

The first data line specifies the following BADA parameters used to calculate the maximum climb thrust, that is: CTc,1

CTc,2

CTc,3

CTc,4

CTc,5

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 5 (3X, E10.5) The second data line specifies the following BADA parameters used to calculate cruise and descent thrust, that is: CTdes,low

CTdes,high

Hp,des

CTdes,app

CTdes,ld

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 5 (3X, E10.5) Note that the CTdes,app and CTdes,ld coefficients are determined in order to obtain a 3° descent gradient during approach and landing. The third data line specifies the reference speeds during descent, that is: Vdes,ref

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These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 2 (3X, E10.5) Note that these two parameters are no longer used in BADA model implementation, but are left in place only to provide information on one of the reference speeds during descent used during the model identification. The zero values at the end of this data line are not used but are included in the file due to compatibility requirements with previous versions.

6.4.7. Fuel Consumption Block The OPF fuel consumption block consists of 3 data lines with 4 comment lines for a total of 7 lines. An example of a fuel consumption block is shown below. 1 -> 2 -> 3 ->

CC====== Fuel Consumption ============================================/ CC Thrust Specific Fuel Consumption Coefficients / CD .63936E+00 .10047E+04 / CC Descent Fuel Flow Coefficients / CD .21196E+02 .67071E+05 / CC Cruise Corr. unused unused unused unused / CD .98852E+00 .00000E+00 .00000E+00 .00000E+00 .00000E+00 /

The first data line specifies the following BADA parameters for thrust specific fuel consumption. Cf1

Cf2

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 2 (3X, E10.5) The second data line specifies the following BADA parameters for descent fuel flow. Cf3

Cf4

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 2 (3X, E10.5) The third data line specifies the cruise fuel flow correction factor. Cfcr The parameter is specified in the following fixed format (Fortran notation): 'CD', 5X, E10.5

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6.4.8. Ground Movement Block The OPF ground movement block consists of 1 data line with 3 comment lines for a total of 4 lines. An example of a ground movement block is shown below. The ground movement block is the last block in the OPF file and is thus followed by the end-of-file line as shown below. 1 ->

CC====== Ground ======================================================/ CC TOL LDL span length unused / CD .23620E+04 .15550E+04 .44840E+02 .54080E+02 .00000E+00 / CC====================================================================/ FI /

The data line specifies the following BADA parameters for ground movements: TOL

LDL

span

length

These parameters are specified in the following fixed format (Fortran notation): 'CD', 2X, 4 (3X, E10.5)

6.5. APF FILE FORMAT The Airlines Procedures File (APF) is an ASCII file which, for a particular aircraft type, specifies recommended speed procedures for climb, cruise, and descent conditions. An example of an APF file for the Airbus A306 aircraft is shown below. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC A306__.APF CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC AIRLINES PROCEDURES FILE / CC / CC File_name: A306__.APF / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Mar 05 2009 / CC / CC / CC / CC LO= 087.00 to ---.-- / AV= ---.-- to ---.-- / HI= ---.-- to 171.70 / CC / CC=================================================================================================/ CC COM CO Company name ------climb------- --cruise-- -----descent------ --approach- model- / CC mass lo hi lo hi hi lo (unused) / CC version engines ma cas cas mc xxxx xx cas cas mc mc cas cas xxxx xx xxx xxx xxx opf___ / CC===:=======:=======::==::===:===:==:====:==::===:===:==::==:===:===:====:==::===:===:===::======:/ CD *** ** Default Company / CD B4_622 LO 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CD B4_622 AV 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CD B4_622 HI 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CC===:=======:=======::==::===:===:==:====:==::===:===:==::==:===:===:====:==::===:===:===::======:/ CC/////////////////////////////////////////////THE END/////////////////////////////////////////////

There are two types of lines in the APF file with the line type identified by the first two characters in the line. These line types with their associated two leading characters are listed below: CC CD

- comment line - data line

The last line in the file, as shown above, is also a comment line. The comment lines are provided solely for the purpose of improving the readability of the file. All coefficients are contained within the CD lines in a fixed format.

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The data is organised into 2 blocks separated by a comment line containing a string of equal signs, "=": • file identification block • speed procedures block Each of the two blocks is described further in the subsections below.

6.5.1. File Identification Block The file identification block provides information on the file name, creation date and modification date. The block consists of 14 comment lines. An example of a file identification block is shown below. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC A306__.APF CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC AIRLINES PROCEDURES FILE / CC / CC File_name: A306__.APF / CC / CC Creation_date: Apr 30 2002 / CC / CC Modification_date: Mar 05 2009 / CC / CC / CC / CC LO= 087.00 to ---.-- / AV= ---.-- to ---.-- / HI= ---.-- to 171.70 / CC /

The comment lines provide background information on the file contents. In addition, the comment lines specify the file name along with the creation and last modification date. The creation date indicates the date when the file was created for the first time. The modification date indicates when the contents of the file were last modified. The second last comment line in the identification block specifies three mass ranges for the aircraft in tonnes. That is, a low range (LO), average range (AV) and high range (HI). The definition of these ranges is used for interpreting the information presented below in the procedures specification block. In the example given above, all three ranges are assumed equivalent.

6.5.2. Procedures Specification Block The APF procedures specification block consists of 4 data lines with 7 comment lines for a total of 11 lines. An example of a procedures specification block is shown below.

1 2 3 4

-> -> -> ->

CC=================================================================================================/ CC COM CO Company name ------climb------- --cruise-- -----descent------ --approach- model- / CC mass lo hi lo hi hi lo (unused) / CC version engines ma cas cas mc xxxx xx cas cas mc mc cas cas xxxx xx xxx xxx xxx opf___ / CC===:=======:=======::==::===:===:==:====:==::===:===:==::==:===:===:====:==::===:===:===::======:/ CD *** ** Default Company / CD B4_622 LO 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CD B4_622 AV 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CD B4_622 HI 310 310 79 250 310 79 79 290 290 0 0 0 A306__ / CC===:=======:=======::==::===:===:==:====:==::===:===:==::==:===:===:====:==::===:===:===::======:/ CC/////////////////////////////////////////////THE END/////////////////////////////////////////////

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The first data line specifies the company name for which the next three datalines are valid. The company can be identified by its 3 and 2 letter code plus the company name. The dataline fomat is: 'CD', 2X, A3, 1X, A2, 4X, A15 As it is, within BADA all APF files specify procedures for only one "default" company. The next three data lines specify the following parameters corresponding to climb, cruise and descent: Vcl,1

Vcl,2

Mcl

Vcr,1

Vcr,2

Mcr

Mdes

Vdes,2

Vdes,1

Note that all Mach number values are also multiplied by a value of 100. For example, the 78 indicated for Mcl above corresponds to a Mach number of 0.78. The three lines specify parameters for mass ranges of Low (LO), Average (AV) and High (HI) respectively. These parameters are specified in the following fixed format (Fortran notation): 'CD', 25X, 2(I3, 1X), I2, 10X, 2(I3, 1X), I2, 2X, I2, 2(1X, I3) Note that approach values are set to zero. These values are not used but are included in the file due to compatibility requirements with previous versions. Also, each line specifies an aircraft version number, engine, and operational model. The operational model is always the same as the file name. The version number may provide some additional information on the aircraft version covered by the file while the engine states which engine is used by the aircraft. The file format is designed such that the four data lines can be repeated for the different companies which operate the aircraft and which may have different standard procedures. If data were to be provided for more than one company then the version, engine and operational model fields may be useful since different companies could operate different versions of the aircraft with different engines and thus different associated operational models.

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6.6. PTF FILE FORMAT The Performance Table File (PTF) is an ASCII file, which for a particular aircraft type specifies cruise, climb and descent performance at different flight levels. An example of a PTF file for the Airbus A306 aircraft is shown below.

BADA PERFORMANCE FILE

Apr 01 2010

AC/Type: A306__ Source OPF File: Source APF file:

Sep 05 2008 Mar 05 2009

Speeds: CAS(LO/HI) Mach Mass Levels [kg] Temperature: ISA climb - 250/310 0.79 low - 104400 cruise - 250/310 0.79 nominal - 140000 Max Alt. [ft]: 41000 descent - 250/290 0.79 high - 171700 ========================================================================================== FL | CRUISE | CLIMB | DESCENT | TAS fuel | TAS ROCD fuel | TAS ROCD fuel | [kts] [kg/min] | [kts] [fpm] [kg/min] | [kts] [fpm] [kg/min] | lo nom hi | lo nom hi nom | nom nom ========================================================================================== 0 | | 157 2454 1925 1556 219.7 | 131 698 84.1 | | | 5 | | 158 2437 1907 1536 217.8 | 132 714 83.3 | | | 10 | | 159 2420 1889 1517 215.9 | 138 730 82.9 | | | 15 | | 166 2530 1974 1588 214.9 | 149 774 82.9 | | | 20 | | 167 2512 1955 1568 213.0 | 181 988 28.3 | | | 30 | 230 53.3 69.9 88.8 | 190 2940 2289 1852 212.9 | 230 1287 20.2 | | | 40 | 233 53.4 70.1 89.0 | 225 3474 2695 2191 214.6 | 233 1306 19.9 | | | 60 | 272 60.0 73.3 88.5 | 272 4081 2973 2285 213.7 | 272 1520 19.3 | | | 80 | 280 60.3 73.8 89.1 | 280 3932 2846 2168 206.0 | 280 1561 18.7 | | | 100 | 289 60.5 74.2 89.7 | 357 3897 2879 2256 208.7 | 334 1984 18.0 | | | 120 | 297 60.9 74.6 90.3 | 367 3687 2706 2101 200.8 | 344 2027 17.4 | | | 140 | 378 82.2 91.8 102.8 | 378 3472 2527 1941 193.0 | 354 2071 16.8 | | | 160 | 389 82.4 92.3 103.4 | 389 3250 2344 1776 185.2 | 365 2075 16.1 | | | 180 | 401 82.7 92.7 104.0 | 401 3023 2156 1607 177.4 | 376 2119 15.5 | | | 200 | 413 82.9 93.1 104.6 | 413 2790 1962 1434 169.6 | 387 2163 14.9 | | | 220 | 425 83.2 93.5 105.2 | 425 2551 1765 1256 161.8 | 399 2206 14.2 | | | 240 | 438 83.4 93.9 105.8 | 438 2308 1563 1074 154.1 | 412 2248 13.6 | | | 260 | 452 83.6 94.3 106.5 | 452 2059 1357 889 146.3 | 425 2289 13.0 | | | 280 | 466 83.8 94.7 107.1 | 466 1807 1147 700 138.6 | 438 2330 12.3 | | | 290 | 468 82.3 93.6 106.4 | 468 2417 1499 872 134.2 | 445 2349 12.0 | | | 310 | 464 77.5 89.8 103.8 | 464 2192 1359 648 124.9 | 459 2388 11.4 | | | 330 | 459 73.3 86.8 102.1 | 459 2214 1111 405 115.8 | 459 3297 10.8 | | | 350 | 455 69.7 84.4 101.2 | 455 1919 842 142 106.8 | 455 3198 10.1 | | | 370 | 453 66.8 83.0 101.4 | 453 1477 511 0 98.1 | 453 2882 9.5 | | | 390 | 453 64.6 82.4 102.7 | 453 1180 229 0 89.7 | 453 2873 8.9 | | | 410 | 453 62.9 82.6 104.9 | 453 859 0 0 81.5 | 453 2892 8.2 | | | ==========================================================================================

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The OPF and APF files are generated as a result of a modelling process using MatLab [RD6]. Once these two files are generated, the PTF can be automatically generated. A brief summary of the format of these files is given below. The header of each PTF file contains information as described below. file creation date:

This is in the first line, at the top-right corner

aircraft type:

This is in the third line.

source file dates:

The last modification dates of the OPF and APF files which were used to create the PTF file are given in the 4th and 5th lines respectively.

Speeds:

The speed laws for climb, cruise and descent are specified in lines 8, 9 and 10, that is: climb cruise descent

Mass levels:

min(Vcl,1, 250kt) / Vcl,2 min(Vcr,1, 250kt) / Vcr,2 min(Vdes,1, 250kt) / Vdes,2

Mcl Mcr Mdes

The performance tables provide data for three different mass levels in lines 8, 9 and 10, that is: low nominal high

1.2 mmin. mref mmax

Note that the low mass is not the minimum mass but 1.2 times the minimum mass. Temperature:

The temperature is mentioned in line 7. All PTF files currently provide data for ISA conditions only.

Maximum altitude:

The maximum altitude as specified in the OPF file, hMO, is given in line 9.

The table of performance data within the file consists of 13 columns. Each of these columns is described below: Column 1 Column 2 Column 3 Column 4 Column 5 Column 6 Column 7 Column 8 Column 9 Column 10 Column 11 Column 12 Column 13

FL cruise TAS (nominal mass) [knots] cruise fuel consumption (low mass) [kg/min] cruise fuel consumption (nominal mass) [kg/min] cruise fuel consumption (high mass) [kg/min] climb TAS (nominal mass) [knots] rate of climb with reduced power (low mass) [ft/min] rate of climb with reduced power (nominal mass) [ft/min] rate of climb with reduced power (high mass) [ft/min] climb fuel consumption (nominal mass) [kg/min] descent TAS (nominal mass) [knots] rate of descent (nominal mass) [ft/min] descent fuel consumption (nominal mass) [kg/min]

The format for data presented in each line of the table is as follows (Fortran notation): I3, 4X, I3, 2X, 3(1X, F5.1), 5X, I3, 2X, 3(1X, I5), 3X, F5.1, 5X, I3, 2X, I5, 2X, F5.1

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Further explanatory notes on the data presented in the performance tables are given below: (a)

Cruise data is only specified for flight levels greater than or equal to 30.

(b)

Performance data is specified up to a maximum flight level of 510 or to highest level for which a positive rate of climb can be achieved at the low mass.

(c)

True airspeed for climb, cruise and descent is determined based on the speed schedules specified in Sections 4.1, 4.2 and 4.3 respectively.

(d)

Rates of climb are calculated at each flight level assuming the energy share factors associated with constant CAS or constant Mach speed laws and using the reduced power correction as given in Section 3.8.

(e)

The fuel consumption in climb is independent of the aircraft mass and thus only one value is given. There are three different climb rates however corresponding to low, nominal and high mass conditions.

(f)

The rate of descent and fuel consumption in descent is calculated assuming the nominal mass. Values for other mass conditions are not given.

(g)

Discontinuities in climb rate can occur for the following reasons: • change in speed between flight levels (e.g. removal of 250 kt restriction above FL100), • transition from constant CAS to constant Mach (typically around FL300), • transition through the tropopause (FL360 for ISA), • end of the application scope for reduced climb power (at 80% of hmax).

(h)

Discontinuities in descent rate can occur for the following reasons: • transition through tropopause (FL360 for ISA), • transition from constant Mach to constant CAS, • change in assumed descent thrust (specified by the BADA hdes parameter), • change to approach or landing aerodynamic configuration, • change in speed between flight levels (e.g. application of 250 kt limit below FL100).

(i)

The PTF files are made with "non-clean" configuration data for approach and landing when such data is available (see Section 3.6.1).

(j)

The performance data presented in the table are computed by using ‘point type’ calculation, that is without performing integration over time: aircraft weight is constant and does not account for consumed fuel, and speed changes take place immediately.

(k)

The flight envelope limitations are not taken into account for calculation of performance parameters8.

Note that all PTF files are available in document form in [RD9].

8 Example: cruise fuel flow is calculated without checking, for given aircraft weight, speed and FL, that aircraft drag is lower than maximum available cruise thrust.

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56

FL[-] 0 5 10 15 20 30 40 60 80 100 120 140 160 180 200 220 240 260 280 290 310 330 350 370 390 410

T[K] p[Pa] rho[kg/m3] a[m/s] TAS[kt] CAS[kt] 288 101325 1.225 340 136.35 136.35 287 99508 1.207 340 137.34 136.35 286 97717 1.190 339 138.34 136.35 285 95952 1.172 339 144.45 141.35 284 94213 1.155 338 145.51 141.35 282 90812 1.121 337 168.52 161.35 280 87511 1.088 336 202.72 191.35 276 81200 1.024 333 272.30 250.00 272 75262 0.963 331 280.34 250.00 268 69682 0.905 328 345.37 300.00 264 64441 0.849 326 355.51 300.00 260 59524 0.796 324 366.04 300.00 256 54915 0.746 321 376.97 300.00 252 50600 0.698 319 388.32 300.00 249 46563 0.653 316 400.10 300.00 245 42791 0.610 314 412.32 300.00 241 39271 0.569 311 425.00 300.00 237 35989 0.530 308 438.16 300.00 233 32932 0.493 306 451.80 300.00 231 31485 0.475 304 458.81 300.00 227 28745 0.442 302 463.54 293.28 223 26201 0.410 299 459.48 280.58 219 23842 0.380 297 455.37 268.17 217 21663 0.348 295 453.12 256.08 217 19677 0.316 295 453.12 244.46 217 17874 0.287 295 453.12 233.34

Low mass CLIMBS =============== M[-] 0.21 0.21 0.21 0.22 0.22 0.26 0.31 0.42 0.44 0.54 0.56 0.58 0.60 0.63 0.65 0.68 0.70 0.73 0.76 0.78 0.79 0.79 0.79 0.79 0.79 0.79

mass[kg] Thrust[N] Drag[N] Fuel[kgm] ESF[-] ROC[fpm] TDC[N] 104400 297160 85670 215.8 0.98 2452 186284 104400 294268 85680 213.9 0.98 2435 183727 104400 291385 85691 212.0 0.98 2417 181179 104400 288510 82072 211.0 0.97 2527 181833 104400 285643 82082 209.1 0.97 2509 179299 104400 279935 72295 209.0 0.96 2937 182892 104400 274260 67093 210.7 0.95 3470 182476 104400 263011 74643 213.7 0.91 4075 165917 104400 251895 74535 206.0 0.91 3925 156222 104400 240914 91120 207.0 0.87 3905 131941 104400 230066 90785 199.1 0.86 3703 122681 104400 219352 90425 191.3 0.85 3495 113561 104400 208772 90038 183.6 0.84 3281 104583 104400 198326 89622 175.8 0.83 3060 95748 104400 188013 89175 168.1 0.82 2834 87059 104400 177835 88694 160.4 0.81 2601 78516 104400 167790 88179 152.7 0.80 2364 70123 104400 157879 87627 145.0 0.79 2122 61879 104400 148102 87036 137.3 0.78 1875 53788 104400 143263 86725 133.4 0.78 1749 49800 104400 133687 83916 124.9 1.09 2184 43839 104400 124245 79587 115.8 1.09 2205 44658 104400 114936 75881 106.8 1.09 1911 39055 104400 105761 72808 98.1 1.00 1470 32953 104400 96720 70398 89.7 1.00 1174 26322 104400 87813 68640 81.5 1.00 855 19173

PWC[-] 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 1.00 1.00 1.00 1.00 1.00

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User Manual for the Base of Aircraft Data (BADA) Revision 3.12

6.7. PTD FILE FORMAT

In addition to the data provided in the PTF file, more detailed climb and descent performance data are presented in the PTD file. An example of a PTD file for the Airbus A306 aircraft is shown below (partial listing):

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The performance values presented in the PTD file are a superset of the climb and descent performance values presented in the PTF file. They are generated in the same conditions as the corresponding PTF file: same aircraft, same source OPF and APF files, same speed laws, same mass levels, same temperature and same flight levels. The purpose of this file is mainly to provide the user with a greater number of computed parameters, especially intermediate parameters used to compute the final TAS and ROCD, which may be useful to validate an implementation of the BADA model. The files contains performance data consisting of 4 sections:

-

low mass climb performance nominal mass climb performance high mass climb performance nominal mass descent performance

Each section contains a table that presents, for several flight levels, a set of performance parameters spread across 16 columns. Each of these columns is described below: Column 1 Column 2 Column 3 Column 4 Column 5 Column 6 Column 7 Column 8 Column 9 Column 10 Column 11 Column 12 Column 13 Column 14 Column 15 Column 16

Flight level [FL] Temperature [K] Pressure [Pa] Air density [kg/m3] Speed of sound [m/s] TAS [kt] CAS [kt] Mach [dimensionless] Mass [kg] Thrust [N] Drag [N] Fuel flow [kg/min] Energy share factor [dimensionless] Rate of climb/descent [ft/min] (Thr – D) · Cpow,red [kg/min] (see section 3.8) - climb tables: Power reduction coefficient Cpow,red [dimensionless] - descent table: Descent gradient [degree]

The format for data presented in each line of the table is as follows (Fortran notation): Climb tables: I6, 1X, I3, 1X, I6, 1X, F7.3, 1X, I7, 2(1X, F8.2), 1X, F7.2, 1X, I6, 2(1X, I9), 1X, F7.1, 1X, F7.2, 1X, I7, 1X, I8, 1X, F7.2 Descent tables: I6, 1X, I3, 1X, I6, 1X, F7.3, 1X, I7, 2(1X, F8.2), 1X, F7.2, 1X, I6, 2(1X, I9), 1X, F7.1, 1X, F7.2, 1X, I7, 1X, I8, 1X, F8.2

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6.8. BADA.GPF FILE FORMAT The BADA.GPF file is an ASCII file which specifies the values of the global aircraft parameters (see Section 5). The complete BADA.GPF file is shown below: CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC BADA.GPF CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC GLOBAL PARAMETERS FILE / CC / CC File_name: BADA.GPF / CC / CC Creation_date: Mar 26 2002 / CC / CC Modification_date: Mar 26 2002 / CC / CC / CC======== Class ====================================================================/ CC / CC Flight = civ,mil / CC Engine = jet,turbo,piston / CC Phase = to,ic,cl,cr,des,hold,app,lnd,gnd / CC / CC======== Parameters List ==========================================================/ CC / CC Name Unit / CC Parameter Flight Engine Phase Value / CC / CC max. long. acc. [fps2] / CD acc_long_max civ jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .20000E+01 / CC max. norm. acc. [fps2] / CD acc_norm_max civ jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .50000E+01 / CC nom. bank angle [deg] / CD ang_bank_nom civ jet,turbo,piston to,lnd .15000E+02 / CC nom. bank angle [deg] / CD ang_bank_nom civ jet,turbo,piston ic,cl,cr,des,hold,app .35000E+02 / CC nom. bank angle [deg] / CD ang_bank_nom mil jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .50000E+02 / CC max. bank angle [deg] / CD ang_bank_max civ jet,turbo,piston to,lnd .25000E+02 / CC max. bank angle [deg] / CD ang_bank_max civ jet,turbo,piston hold .35000E+02 / CC max. bank angle [deg] / CD ang_bank_max civ jet,turbo,piston ic,cl,cr,des,app .45000E+02 / CC max. bank angle [deg] / CD ang_bank_max mil jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .70000E+02 / CC exp. desc. fact. [-] / CD C_des_exp civ,mil jet,turbo,piston des .16000E+01 / CC to thrust factor [-] / CD C_th_to mil,civ jet,turbo,piston to .12000E+01 / CC cr thrust factor [-] / CD C_th_cr mil,civ jet,turbo,piston cr .95000E+00 / CC max alt for to [ft] / CD H_max_to mil,civ jet,turbo,piston to .40000E+03 / CC max alt for ic [ft] / CD H_max_ic mil,civ jet,turbo,piston ic .20000E+04 / CC max alt for app [ft] / CD H_max_app mil,civ jet,turbo,piston app .80000E+04 / CC max alt for ld [ft] / CD H_max_ld mil,civ jet,turbo,piston lnd .30000E+04 / CC min speed coef. [-] / CD C_v_min mil,civ jet,turbo,piston cr,ic,cl,des,hold,app,lnd .13000E+01 / CC min speed coef. [-] / CD C_v_min_to mil,civ jet,turbo,piston to .12000E+01 / CC spd incr FL < 15 [KCAS] / CD V_cl_1 mil,civ jet cl .50000E+01 / CC spd incr FL < 30 [KCAS] / CD V_cl_2 mil,civ jet cl .10000E+02 / CC spd incr FL < 40 [KCAS] / CD V_cl_3 mil,civ jet cl .30000E+02 / CC spd incr FL < 50 [KCAS] / CD V_cl_4 mil,civ jet cl .60000E+02 / CC spd incr FL < 60 [KCAS] / CD V_cl_5 mil,civ jet cl .80000E+02 /

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CC spd incr FL < 5 [KCAS] / CD V_cl_6 mil,civ turbo,piston cl .20000E+02 / CC spd incr FL < 10 [KCAS] / CD V_cl_7 mil,civ turbo,piston cl .30000E+02 / CC spd incr FL < 15 [KCAS] / CD V_cl_8 mil,civ turbo,piston cl .35000E+02 / CC spd incr FL < 10 [KCAS] / CD V_des_1 mil,civ jet,turbo des .50000E+01 / CC spd incr FL < 15 [KCAS] / CD V_des_2 mil,civ jet,turbo des .10000E+02 / CC spd incr FL < 20 [KCAS] / CD V_des_3 mil,civ jet,turbo des .20000E+02 / CC spd incr FL < 30 [KCAS] / CD V_des_4 mil,civ jet,turbo des .50000E+02 / CC spd incr FL < 5 [KCAS] / CD V_des_5 mil,civ piston des .50000E+01 / CC spd incr FL < 10 [KCAS] / CD V_des_6 mil,civ piston des .10000E+02 / CC spd incr FL < 15 [KCAS] / CD V_des_7 mil,civ piston des .20000E+02 / CC hold. spd FL < 140 [KCAS] / CD V_hold_1 mil,civ jet,turbo,piston hold .23000E+03 / CC hold. spd FL < 200 [KCAS] / CD V_hold_2 mil,civ jet,turbo,piston hold .24000E+03 / CC hold. spd FL < 340 [KCAS] / CD V_hold_3 mil,civ jet,turbo,piston hold .26500E+03 / CC hold. spd FL > 340 [M] / CD V_hold_4 mil,civ jet,turbo,piston hold .83000E+00 / CC backtrack spd [KCAS] / CD V_backtrack mil,civ jet,turbo,piston gnd .35000E+02 / CC taxi spd [KCAS] / CD V_taxi mil,civ jet,turbo,piston gnd .15000E+02 / CC apron spd [KCAS] / CD V_apron mil,civ jet,turbo,piston gnd .10000E+02 / CC gate spd [KCAS] / CD V_gate mil,civ jet,turbo,piston gnd .50000E+01 / CC Piston pow. red. [-] / CD C_red_piston mil,civ piston ic,cl .000000+00 / CC Turbo pow. red. [-] / CD C_red_turbo mil,civ turbo ic,cl .250000+00 / CC Jet power red. [-] / CD C_red_jet mil,civ jet ic,cl .150000+00 / FI===================================================================================/ CC////////////////////////////// THE END ///////////////////////////////////////////

There are three types of lines in the BADA.GPF file with the line type identified by the first two characters in the line. These line types with their associated two leading characters are listed below. CC comment line CD data line FI end-of-file line The data is organised into three blocks separated by a comment line consisting of the block name and equal signs "=": • • •

file identification block class block parameter block

Each of these blocks is described in the subsections below.

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6.8.1. File Identification Block The file identification block provides information on the file name, creation and modification date. The block consists of 12 comment lines. CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC BADA.GPF CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC/ CC / CC GLOBAL PARAMETERS FILE / CC / CC File_name: BADA.GPF / CC / CC Creation_date: Mar 26 2002 / CC / CC Modification_date: Mar 26 2002 /

The comment lines specify the file name along with the creation date and last modification date. The creation date indicates the date when the file was created for the first time. The modification date indicates when the contents of the file were last modified.

6.8.2. Class Block The class block consists of 6 comment lines and defines the three classes (Flight, Engine and Phase) and their instances that are used in the BADA.GPF file. CC======== Class ====================================================================/ CC / CC Flight = civ,mil / CC Engine = jet,turbo,piston / CC Phase = to,ic,cl,cr,des,hold,app,lnd,gnd / CC /

With: civ mil jet turbo piston to ic cl cr des hold app lnd gnd

60

= = = = = = = = = = = = = =

civil flight military flight jet engine turboprop engine piston engine take-off initial climb climb cruise descent holding approach landing ground

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6.8.3. Parameter Block The parameter block contains the values of the global aircraft parameters. This block has 5 comment lines plus a comment line and a dataline for each parameter.

1 -> 2 -> 3 ->

CC======== Parameters List CC CC Name Unit CC Parameter Flight CC CC max. long. acc. [fps2] CD acc_long_max civ CC max. norm. acc. [fps2] CD acc_norm_max civ CC nom. bank angle [deg] CD ang_bank_nom civ

==========================================================/ / / Engine Phase Value / / / jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .20000E+01 / / jet,turbo,piston to,ic,cl,cr,des,hold,app,lnd .50000E+01 / / jet,turbo,piston to,lnd .15000E+02 /

The parameter comment line contains the parameter name and its unit. The parameter data line contains five fields: (a)

Parameter Field:

This field identifies the parameter.

(b)

Flight Field:

This field identifies whether the parameter is valid for a civil flight, a military flight or both.

(c)

Engine Field:

This field identifies the engine type (jet, turboprop or piston) for which the parameter is valid.

(d)

Phase Field:

This field identifies for which flight phase the parameter is valid. 8 different flight phases are currently defined

(e)

Value Field:

The value field gives the value of the parameter.

The fields above are specified in the following fixed format (Fortran notation): 'CD', 1X, A15, 1X, A7, 1X, A16, 1X, A29, 1X, E10.5 The parameter list continues until 'FI' (end of file) is reached.

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User Manual for the Base of Aircraft Data (BADA) Revision 3.12

7. REMOTE FILE ACCESS The files associated with BADA Revision 3.12 are accessible through the BADA Support Application (BSA). The BSA is a Web application that provides BADA users with the ability to exchange requests, as well as data files and documents, with the BADA team members. It is also used for data repository of the BADA release files and documents. The right to use the BSA is granted to the licensed user of BADA. The application can be accessed by using a dedicated login and password as provided by the BADA team. Once granted the access right to BSA, the user can access the application at this address: https://remedyweb.eurocontrol.fr by using the BADA Support Application link and logging in with the provided login/password. Once logged in, the user can access BADA releases through the Librairies→Releases item located in the main menu:

Then the release library page opens up, from where the user can download the BADA release files:

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This process, as well as the general usage of the BSA application, is described in detail in [RD11].

Note that enquiries can be addressed to the following addresses:

E-mail:

[email protected]

Fax: + 33 1 69 88 73 33 BADA web page: http://www.eurocontrol.int/services/bada

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APPENDIX A BADA REVISION 3.12 – LIST OF AVAILABLE AIRCRAFT MODELS

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Table 7-1: List of Aircraft Types Supported by BADA Revision 3.12

66

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

A10

equiv.

FAIRCHILD

THUNDERBOLT II

FGTN

60000

A124

direct

ANTONOV

AN-124 RUSLAN

A124

39370

30583

H

A140

direct

ANTONOV

AN-140

A140

24934

20296

M

A148

direct

ANTONOV

AN-148-100

A148

40020

38152

M

A306

direct

AIRBUS

A300B4-600

A306

41000

32378

H

A30B

direct

AIRBUS

A300B4-200

A30B

39000

31966

H

A310

direct

AIRBUS

A310

A310

41000

35718

H

A318

direct

AIRBUS

A318

A318

41000

37606

M

A319

direct

AIRBUS

A319

A319

41000

36365

M

A320

direct

AIRBUS

A320

A320

41000

33295

M

A321

direct

AIRBUS

A321

A321

39100

35396

M

A332

direct

AIRBUS

A330-200

A332

41000

36210

H

A333

direct

AIRBUS

A330-300

A333

41000

36392

H

A342

direct

AIRBUS

A340-200

A342

41500

31369

H

A343

direct

AIRBUS

A340-300

A343

41500

31059

H

A345

direct

AIRBUS

A340-500

A345

41450

32862

H

A346

direct

AIRBUS

A340-600

A346

41500

33613

H

A359

equiv.

AIRBUS

A350-900 WXB

B772

43100

34643

H

A388

direct

AIRBUS

A380-800

A388

43100

34330

J

A3ST

direct

AIRBUS

A-300ST Beluga

A3ST

35000

H

A4

equiv.

DOUGLAS

SUPER SKYHAWK

FGTN

60000

M

A400

equiv.

AIRBUS

A-400M

A3ST

35000

H

A6

equiv.

GRUMMAN

INTRUDER

FGTN

60000

M

A660

equiv.

THRUSH

660 TURBO THRUSH

AN28

13780

L

A7

equiv.

VOUGHT

CORSAIR II A7

FGTN

60000

M

A748

equiv.

AVRO

AVRO 748

ATP

25000

AA5

equiv.

GULFSTREAM

Cheetah AA-5

P28A

12000

L

AC11

equiv.

ROCKWELL

COMMANDER 112

TB21

25000

L

AC90

equiv.

ROCKWELL

TURBO COMMANDER 690B

PAY3

33000

L

AC95

equiv.

GULFSTREAM

Jetprop Commander 980

BE20

35000

L

WTC

M

21628

M

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A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

AEST

equiv.

TED SMITH

AEROSTAR

MU2

28000

L

AFOX

equiv.

HALLEY

APOLO FOX

P28A

12000

L

AJET

equiv.

DASSAULT

ALPHA JET

FGTN

60000

M

ALSL

equiv.

AIRLONY

SKYLANE

P28A

12000

L

AMX

equiv.

EMBRAER

AMX

FGTN

60000

M

AN12

equiv.

ANTONOV

AN-12

C130

33000

21891

M

AN24

direct

ANTONOV

AN-24

AN24

27560

24490

M

AN26

equiv.

ANTONOV

AN-26

AN30

29528

21982

M

AN28

direct

ANTONOV

AN-28

AN28

13780

AN30

direct

ANTONOV

AN-30

AN30

29528

21982

M

AN32

direct

ANTONOV

AN-32B

AN32

30840

29601

M

AN38

direct

ANTONOV

AN-38-100

AN38

13780

AN72

equiv.

ANTONOV

AN-72

F28

35000

APM4

equiv.

ISSOIRE

APM 40 SIMBA

P28A

12000

ASTR

equiv.

IAI

1125 Astra

FA10

45000

38400

M

AT43

direct

ATR

ATR 42-300

AT43

25000

22699

M

AT44

equiv.

ATR

ATR 42-400

AT45

25000

23591

M

AT45

direct

ATR

ATR 42-500

AT45

25000

23591

M

AT46

equiv.

ATR

ATR 42-600

AT45

25000

23591

M

AT72

direct

ATR

ATR 72-200

AT72

25000

20317

M

AT73

direct

ATR

ATR 72-210

AT73

25000

20943

M

AT75

direct

ATR

ATR 72-500

AT75

25000

20779

M

AT76

equiv.

ATR

ATR 72-600

AT75

25000

20779

M

ATLA

equiv.

DASSAULT

1150 ATLANTIC

E120

32000

ATP

direct

BAE

ADVANCED TURBOPROP

ATP

25000

B1

equiv.

ROCKWELL

B1 LANCER

FGTL

41000

H

B190

direct

BEECH

1900

B190

25000

L

B350

direct

BEECH

SUPER KING AIR 350

B350

35000

35004

L

B461

equiv.

BAE

146-100/RJ

B462

31000

32716

M

B462

direct

BAE

146-200/RJ

B462

31000

32716

M

B463

direct

BAE

146-300/RJ

B463

31000

29305

M

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WTC

L

M 31000

M L

M 21628

M

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68

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

B52

equiv.

BOEING

B-52 Stratofortress

FGTL

41000

B701

equiv.

BOEING

707-100

B752

42000

35478

M

B703

direct

BOEING

707-300

B703

42000

35000

H

B712

direct

BOEING

717-200

B712

37000

35187

M

B720

equiv.

BOEING

B720B

B752

42000

35478

M

B721

equiv.

BOEING

727-100

B752

42000

35478

M

B722

direct

BOEING

727-200

B722

37000

33845

M

B731

equiv.

BOEING

737-100

T134

39000

34764

M

B732

direct

BOEING

737-200

B732

37000

34508

M

B733

direct

BOEING

737-300

B733

39000

33636

M

B734

direct

BOEING

737-400

B734

37000

33448

M

B735

direct

BOEING

737-500

B735

37000

34768

M

B736

direct

BOEING

737-600

B736

41000

39276

M

B737

direct

BOEING

737-700

B737

41000

37332

M

B738

direct

BOEING

737-800

B738

41000

34982

M

B739

direct

BOEING

737-900

B739

41000

34683

M

B741

equiv.

BOEING

747-100

B743

45000

30943

H

B742

direct

BOEING

747-200

B742

45000

33180

H

B743

direct

BOEING

747-300

B743

45000

30943

H

B744

direct

BOEING

747-400

B744

45000

32726

H

B748

direct

BOEING

747-8

B748

42100

32973

H

B74D

equiv.

BOEING

747-400 DOMESTIC

B744

45000

32726

H

B74R

equiv.

BOEING

747SR

B743

45000

30943

H

B74S

equiv.

BOEING

747-SP

B742

45000

33180

H

B752

direct

BOEING

757-200

B752

42000

35478

M

B753

direct

BOEING

757-300

B753

43000

33339

M

B762

direct

BOEING

767-200

B762

43000

35861

H

B763

direct

BOEING

767-300

B763

43100

36502

H

B764

direct

BOEING

767-400

B764

45000

33210

H

B772

direct

BOEING

777-200 ER

B772

43100

34643

H

B773

direct

BOEING

777-300

B773

43100

31857

H

B77L

direct

BOEING

777-200 LRF

B77L

43100

35104

H

WTC

H

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

B77W

direct

BOEING

777-300 ER

B77W

43100

34314

H

B788

direct

BOEING

787-8

B788

43100

35901

H

B789

equiv.

BOEING

787-9

B788

43100

35901

H

BA11

direct

BAE

111

BA11

35000

29750

M

BDOG

equiv.

BAE

SA-3 BULLDOG

C182

20000

L

BE10

equiv.

BEECH

KING AIR 100

D228

28000

L

BE20

direct

BEECH

SUPER KING AIR 200

BE20

35000

L

BE30

direct

BEECH

SUPER KING AIR 300

BE30

35000

L

BE33

equiv.

BEECH

BONANZA 33

C182

20000

L

BE35

equiv.

BEECH

BONANZA 35

SR22

17500

L

BE36

equiv.

BEECH

BONANZA 36

DA42

18000

L

BE40

direct

BEECH

BEECHJET 400

BE40

45000

41042

M

BE55

equiv.

BEECH

BARON 55

PA34

25000

22500

L

BE58

direct

BEECH

BARON 58

BE58

25000

L

BE60

equiv.

BEECH

DUKE 60

C421

30000

L

BE65

equiv.

BEECH

QUEEN AIR 65

PA34

25000

BE76

equiv.

BEECH

DUCHESSE 76

C182

20000

L

BE95

equiv.

BEECH

TRAVEL AIR 95

TB21

25000

L

BE99

direct

BEECH

AIRLINER C99

BE99

15000

L

BE9L

direct

BEECH

KING AIR 90

BE9L

31000

L

BE9T

equiv.

BEECH

KING AIR F90

BE9L

31000

L

BMAN

equiv.

AAK

BUSHMAN

P28A

12000

L

BN2P

equiv.

BRITTENNORMAN

BN-2A MARITIME DEFENDER

PA34

25000

22500

L

BN2T

equiv.

BRITTENNORMAN

BN-2T Defender 4000

P46T

30000

30945

L

BT36

equiv.

BEECH

BONANZA B36TC

PA46

25000

L

C101

equiv.

CASA

AVIOJET

C25A

45000

L

C10T

equiv.

ADVANCED AIRCRAFT

SPIRIT 750

D228

28000

L

C130

direct

LOCKHEED

HERCULES

C130

33000

21891

M

C135

equiv.

BOEING

STRATOLIFTER C135C

B703

42000

35000

H

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

22500

L

69

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

70

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

C141

equiv.

LOCKHEED

STARLIFTER C-141

A310

41000

35718

H

C160

direct

TRANSALL

C160

C160

30000

25500

M

C162

equiv.

CESSNA

SKYCATCHER

DA42

18000

C17

equiv.

BOEING

GLOBEMASTER 3

B764

45000

C170

equiv.

CESSNA

170

C172

14000

L

C172

direct

CESSNA

SKYHAWK 172

C172

14000

L

C177

equiv.

CESSNA

CARDINAL 177

C172

14000

L

C182

direct

CESSNA

SKYLANE 182

C182

20000

L

C206

equiv.

CESSNA

STATIONAIR

PA44

15000

12527

L

C208

equiv.

CESSNA

CARAVAN

P46T

30000

30945

L

C210

equiv.

CESSNA

CENTURION

SR22

17500

L

C212

equiv.

CASA

T-12 AVIOCAR

D228

28000

L

C25A

direct

CESSNA

525A Citation CJ2

C25A

45000

L

C25B

direct

CESSNA

525B Citation CJ3

C25B

45000

L

C25C

direct

CESSNA

525C Citation CJ4

C25C

45000

M

C27J

equiv.

ALENIA

C-27J Spartan

AN30

29528

21982

M

C295

equiv.

CASA

C-295

ATP

25000

21628

M

C303

equiv.

CESSNA

CRUSADER 303

PA31

26300

C30J

equiv.

LOCKHEED MARTIN

C130J HERCULES

C130

33000

21891

M

C310

equiv.

CESSNA

310

PA34

25000

22500

L

C337

equiv.

CESSNA

SUPER SKYMASTER

PA27

20000

L

C340

equiv.

CESSNA

C-340/340A

C421

30000

L

C402

equiv.

CESSNA

402

PA34

25000

C404

equiv.

CESSNA

TITAN

BE58

25000

L

C414

equiv.

CESSNA

CHANCELLOR 414

PA31

26300

L

C421

direct

CESSNA

GOLDEN EAGLE 421

C421

30000

L

C425

equiv.

CESSNA

CORSAIR

BE9L

31000

L

C441

equiv.

CESSNA

Conquest

BE20

35000

L

C5

equiv.

LOCKHEED

L-500 GALAXY

A346

41500

C500

equiv.

CESSNA

CITATION I

C551

43000

L

C501

equiv.

CESSNA

CITATION I/SP

C551

43000

L

L 33210

H

L

22500

33613

L

H

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

C510

direct

CESSNA

CITATION MUSTANG

C510

41000

L

C525

direct

CESSNA

CITATION CJ1

C525

41000

L

C526

equiv.

CESSNA

CITATION JET 526

E50P

41000

40400

L

C550

direct

CESSNA

CITATION BRAVO

C550

45000

42466

L

C551

direct

CESSNA

CITATION II/SP

C551

43000

C560

direct

CESSNA

CITATION V

C560

45000

41516

M

C56X

direct

CESSNA

CITATION Excel

C56X

45000

44523

M

C650

direct

CESSNA

CITATION VII

C650

51000

42447

M

C680

direct

CESSNA

Citation Sovereign

C680

47000

M

C72R

equiv.

CESSNA

CUTLASS RG

SR22

17500

L

C750

direct

CESSNA

CITATION 10

C750

51000

C77R

equiv.

CESSNA

CARDINAL 177RG

P28A

12000

L

C82R

equiv.

CESSNA

SKYLANE R182 RG

C182

20000

L

CA41

equiv.

CORVUS

CA-41 RACER

P28A

12000

L

CE43

equiv.

CERVA

GUEPARD

SR22

17500

L

CL2T

equiv.

CANADAIR

CL-415

SH36

20000

M

CL30

equiv.

BOMBARDIER

Challenger 300

F2TH

47000

41486

M

CL60

direct

CANADAIR

CHALLENGER 600/601

CL60

41000

39223

M

CN35

equiv.

CASA

CN-235

AT43

25000

22699

M

COL4

equiv.

CESSNA

COLUMBIA 400

TB21

25000

L

CORV

equiv.

WOLFSBERT

CORVUS

DA42

18000

L

CRJ1

direct

CANADAIR

REGIONAL JET CRJ100

CRJ1

41000

34333

M

CRJ2

direct

CANADAIR

REGIONAL JET CRJ200

CRJ2

41000

36855

M

CRJ7

equiv.

CANADAIR

REGIONAL JET CRJ700

CRJ9

41000

36457

M

CRJ9

direct

CANADAIR

REGIONAL JET CRJ900

CRJ9

41000

36457

M

CRJX

equiv.

BOMBARDIER

REGIONAL JET CRJ1000

CRJ9

41000

36457

M

CVLT

equiv.

CANADAIR

CC-109 COSMOPOLITAN

DH8C

25000

24804

L

D228

direct

DORNIER

228

D228

28000

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

hmax [ft]

WTC

L

45180

M

L

71

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

72

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

D328

direct

DORNIER

328

D328

32800

29051

M

DA40

equiv.

DIAMOND

DA-40-180 DIAMOND STAR

DA42

18000

L

DA42

direct

DIAMOND

TWIN STAR

DA42

18000

L

DC10

direct

MCDONNELL DOUGLAS

DC-10

DC10

42000

DC3

equiv.

DOUGLAS

DC-3

C421

30000

DC85

equiv.

MCDONNELL DOUGLAS

DC-8-50

A310

41000

35718

H

DC86

equiv.

MCDONNELL DOUGLAS

DC-8-60

DC87

42000

34000

H

DC87

direct

MCDONNELL DOUGLAS

DC-8-70

DC87

42000

34000

H

DC91

equiv.

MCDONNELL DOUGLAS

DC-9-10

B712

37000

35187

M

DC92

equiv.

MCDONNELL DOUGLAS

DC-9-20

DC94

35000

33500

M

DC93

direct

MCDONNELL DOUGLAS

DC-9-30

DC93

37000

33500

M

DC94

direct

MCDONNELL DOUGLAS

DC-9-40

DC94

35000

33500

M

DC95

equiv.

MCDONNELL DOUGLAS

DC-9-50

DC94

35000

33500

M

DH8A

direct

DE HAVILLAND

DASH 8-100

DH8A

25000

25000

M

DH8B

equiv.

DE HAVILLAND

DASH 8-200

DH8C

25000

24804

L

DH8C

direct

DE HAVILLAND

DASH 8-300

DH8C

25000

24804

L

DH8D

direct

DE HAVILLAND

DASH 8-400

DH8D

25000

M

DHC6

equiv.

DE HAVILLAND CANADA

DHC-6 Twin Otter

D228

28000

L

DR30

equiv.

ROBIN

PETIT PRINCE DR315

PA44

15000

12527

L

DR40

equiv.

ROBIN

DR-400 DAUPHIN

PA44

15000

12527

L

DV2

equiv.

DOVA

DV-2 INFINITY

DA42

18000

E110

equiv.

EMBRAER

BANDEIRANTE

SW4

25000

E120

direct

EMBRAER

EMB-120 BRASILIA

E120

32000

M

E121

equiv.

EMBRAER

Xingu

PAY2

29000

L

E135

direct

EMBRAER

EMB-135

E135

41000

E145

direct

EMBRAER

EMB-145

E145

37000

M

E170

direct

EMBRAER

EMB-175

E170

41000

M

32000

H L

L 25000

38617

L

M

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

E190

direct

EMBRAER

EMB-190

E190

41000

M

E2

equiv.

GRUMMAN

E-2 HAWKEYE

E120

32000

M

E3CF

equiv.

BOEING

E-3 SENTRY

B762

43000

35861

H

E3TF

equiv.

BOEING

E-3A SENTRY

B762

43000

35861

H

E400

equiv.

EXTRA

EA-400

PA34

25000

22500

L

E45X

equiv.

EMBRAER

EMB-145XR

E145

37000

E50P

direct

EMBRAER

Phenom 100

E50P

41000

40400

L

E55P

direct

EMBRAER

Phenom 300

E55P

45000

44923

M

EA50

direct

ECLIPSE

ECLIPSE 500

EA50

41000

L

EPX1

equiv.

EPERVIER

X-1

DA42

18000

L

ETAR

equiv.

DASSAULT

ETENDARD 4

FGTN

60000

M

EUFI

equiv.

EUROFIGHTER

2000

FGTN

60000

M

EV97

equiv.

EVEKTOR

SPORTSTAR

P28A

12000

L

F1

equiv.

MITSUBISHI

F1

FGTN

60000

M

F100

direct

FOKKER

100

F100

35000

F104

equiv.

LOCKHEED

STARFIGHTER

FGTN

60000

M

F117

equiv.

LOCKHEED

NIGHTHAWK

FGTN

60000

M

F14

equiv.

GRUMMAN

TOMCAT

FGTN

60000

M

F15

equiv.

MCDONNELL DOUGLAS

EAGLE

FGTN

60000

M

F16

equiv.

GENERAL DYNAMICS

FIGHTING FALCON

FGTN

60000

M

F18

equiv.

MCDONNELL DOUGLAS

HORNET

FGTN

60000

M

F1FV

equiv.

AVION

FAVORIT

TB21

25000

L

F260

equiv.

SIAIMARCHETTI

SF-260

BE58

25000

L

F27

direct

FOKKER

FRIENDSHIP

F27

25000

22777

M

F28

direct

FOKKER

FOLLOWSHIP

F28

35000

31000

M

F2TH

direct

DASSAULT

FALCON 2000

F2TH

47000

41486

M

F4

equiv.

MCDONNELL DOUGLAS

PHANTOM

FGTN

60000

M

F406

equiv.

CESSNA

F406 Vigilant

PAY3

33000

L

F5

equiv.

NORTHROP

F-5

FGTN

60000

M

F50

direct

FOKKER

50

F50

25000

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

hmax [ft]

WTC

M

35000

22108

M

M

73

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

74

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

F5SA

equiv.

IRIAF

SAEGHE

FGTN

60000

F70

direct

FOKKER

70

F70

37000

36565

M

F900

direct

DASSAULT

FALCON 900

F900

51000

38187

M

FA04

equiv.

FLAMING AIR

PEREGRINE

P28A

12000

FA10

direct

DASSAULT

FALCON 10

FA10

45000

38400

M

FA20

direct

DASSAULT

FALCON 20

FA20

42000

38000

M

FA50

direct

DASSAULT

FALCON 50

FA50

49000

41177

M

FA7X

direct

DASSAULT

FALCON 7X

FA7X

51000

39848

M

FGTH

direct

GENERIC

MIL FIGHTER HEAVY

FGTH

50000

M

FGTL

direct

GENERIC

MIL FIGHTER LIGHT

FGTL

41000

H

FGTN

direct

GENERIC

MIL FIGHTER NORMAL

FGTN

60000

M

G120

equiv.

GROB

G-120A

SR22

17500

L

G12T

equiv.

GROB

G-120TP

TBM7

31000

L

G150

equiv.

IAI

Gulfstream G150

F2TH

47000

41486

M

G222

equiv.

ALENIA

SPARTAN C-27A

ATP

25000

21628

M

G250

equiv.

GULFSTREAM

G250

F2TH

47000

41486

M

G280

equiv.

GULFSTREAM AEROSPACE

G280

F2TH

47000

41486

M

GA10

equiv.

GIPPSAERO

GA-10

PA27

20000

L

GA7

equiv.

GRUMMAN AMERICAN

COUGAR

SR22

17500

L

GALX

equiv.

IAI

1126 GALAXY

F2TH

47000

41486

M

GL5T

direct

BOMBARDIER

Global 5000

GL5T

51000

42639

M

GLAS

equiv.

STODDARDHAMILTON

GLASAIR

BE58

25000

GLEX

direct

BOMBARDIER

BD-700 Global Express

GLEX

51000

41287

M

GLF2

equiv.

GULFSTREAM

GULFSTREAM II

FA7X

51000

39848

M

GLF3

equiv.

GULFSTREAM

GULFSTREAM III

FA7X

51000

39848

M

GLF4

equiv.

GULFSTREAM

GULFSTREAM IV

FA7X

51000

39848

M

GLF5

direct

GULFSTREAM

G550

GLF5

51000

GLF6

equiv.

GULFSTREAM

G650

GLEX

51000

GLST

equiv.

GLASAIR

GlaStar

TB21

25000

WTC

M

L

L

M 41287

M L

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

GRIZ

equiv.

AERO TEK

TURBO GRIZZLY

PA34

25000

22500

L

H25A

direct

HAWKER SIDDELEY

DOMINE HS 125

H25A

40000

H25B

direct

HAWKER BEECHCRAFT

HAWKER 800XP

H25B

43000

38507

M

H25C

equiv.

RAYTHEON

HAWKER 1000

H25B

43000

38507

M

HA4T

equiv.

RAYTHEON

HAWKER 4000

F2TH

47000

41486

M

HAR

equiv.

HAWKER SIDDELEY

HARRIER

FGTN

60000

M

HAWK

equiv.

HAWKER SIDDELEY

HAWK

FGTN

60000

M

HELI

equiv.

GENERIC

HELICOPTER

P28A

12000

L

HR10

equiv.

ROBIN

TIARA

TB21

25000

L

HRNT

equiv.

AAK

HORNET

P28A

12000

L

IL18

equiv.

ILYUSHIN

IL-18

C130

33000

21891

M

IL62

equiv.

ILYUSHIN

IL-62 /-62M / MK

A30B

39000

31966

H

IL76

direct

ILYUSHIN

IL-76TD

IL76

39700

28685

H

IL86

direct

ILYUSHIN

IL-86

IL86

37402

32337

H

IL96

direct

ILYUSHIN

IL-96-300

IL96

42979

31002

H

J328

equiv.

FAIRCHILD DORNIER

328 Jet

E135

41000

38617

M

JAGR

equiv.

SEPECAT

JAGUAR

FGTN

60000

M

JS1

equiv.

JETSTREAM

JETSTREAM 1

BE30

35000

L

JS20

equiv.

JETSTREAM

JETSTREAM 200

SW4

25000

JS31

equiv.

BAE

JETSTREAM 31

JS32

25000

L

JS32

direct

JETSTREAM

JETSTREAM Super 31

JS32

25000

L

JS41

direct

JETSTREAM

JETSTREAM 41

JS41

26000

24685

M

K35A

equiv.

BOEING

STRATOTANKER KC-135A

B703

42000

35000

H

K35E

equiv.

BOEING

STRATOTANKER KC-135D/E

B703

42000

35000

H

K35R

equiv.

BOEING

STRATOTANKER K35R

B703

42000

35000

H

KAT3

equiv.

KHRUNICHEV

AT-3

PA31

26300

L

KEST

equiv.

FARNBOROUGH

KESTREL

TBM8

31000

L

L101

direct

LOCKHEED

TRISTAR L-1011

L101

42000

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

M

25000

33000

L

H

75

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

76

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

L159

equiv.

AERO

L-159

FGTN

60000

L188

equiv.

LOCKHEED

ELECTRA L-188

C160

30000

L200

equiv.

LET

L-200 Morava

SR22

17500

L29A

equiv.

LOCKHEED

JETSTART

CL60

41000

39223

M

L29B

equiv.

LOCKHEED

L1329 JETSTAR

CL60

41000

39223

M

L39

equiv.

AERO

L-39 Albatros

C510

41000

L

L410

equiv.

LET

TURBOLET 410

D228

28000

L

LJ24

equiv.

LEARJET

24

C25A

45000

M

LJ25

equiv.

LEARJET

25

LJ45

51000

44099

M

LJ31

equiv.

LEARJET

31

LJ45

51000

44099

M

LJ35

direct

LEARJET

35

LJ35

45000

40287

M

LJ40

equiv.

LEARJET

40

C650

51000

42447

M

LJ45

direct

LEARJET

45

LJ45

51000

44099

M

LJ55

equiv.

LEARJET

55

C650

51000

42447

M

LJ60

direct

LEARJET

60

LJ60

51000

42617

M

LJ70

equiv.

LEARJET

70

C650

51000

42447

M

LJ75

equiv.

LEARJET

75

C650

51000

42447

M

LJ85

equiv.

LEARJET

85

FA50

49000

41177

M

LNP4

equiv.

LANCAIR

PropJet 4

TBM8

31000

L

M2

equiv.

KUBICEK

M-2 SCOUT

P28A

12000

L

M20P

equiv.

MOONEY

M-20

TB21

25000

L

M20T

equiv.

MOONEY

M-20 K/M/TN

TB21

25000

L

M28

equiv.

PZL-MIELEC

M-28

SH36

20000

M

M339

equiv.

AERMACCHI

MB-339

FGTN

60000

M

M346

equiv.

AERMACCHI

M-346 MASTER

FGTN

60000

M

MD11

direct

MCDONNELL DOUGLAS

MD-11

MD11

43000

31837

H

MD81

equiv.

MCDONNELL DOUGLAS

MD-81

MD82

37000

34448

M

MD82

direct

MCDONNELL DOUGLAS

MD-82

MD82

37000

34448

M

MD83

direct

MCDONNELL DOUGLAS

MD-83

MD83

37000

33513

M

MD87

equiv.

MCDONNELL DOUGLAS

MD-87

MD82

37000

34448

M

WTC

M 25500

M L

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

MD88

equiv.

MCDONNELL DOUGLAS

MD-88

MD82

37000

34448

M

MD90

equiv.

MCDONNELL DOUGLAS

MD-90

MD83

37000

33513

M

MF17

equiv.

SAAB

MFI-17 Supporter

P28U

20000

19000

L

MG21

equiv.

MIKOYAN

MIG-21

FGTN

60000

M

MG23

equiv.

MIKOYAN

MIG-23

FGTN

60000

M

MG25

equiv.

MIKOYAN

MIG-25

FGTN

60000

M

MG29

equiv.

MIKOYAN

MIG-29

FGTN

60000

M

MIR2

equiv.

DASSAULT

MIRAGE 2000

FGTN

60000

M

MIR4

equiv.

DASSAULT

MIRAGE IV

FGTN

60000

M

MRF1

equiv.

DASSAULT

MIRAGE F1

FGTN

60000

M

MU2

direct

MITSUBISHI

MARQUISE / SOLITAIRE

MU2

28000

L

MU30

equiv.

MITSUBISHI

MU-300

C560

45000

41516

M

N262

equiv.

NORD

262

JS41

26000

24685

M

NIM

equiv.

HAWKER SIDDELEY

NIMROD

B738

41000

34982

M

NM5

equiv.

NAL

NM-5

TB21

25000

L

NNJA

equiv.

BEST OFF

NYNJA

P28A

12000

L

ONE

equiv.

C2P

ONE

PA44

15000

ONEX

equiv.

SONEX

ONEX

DA42

18000

P06T

equiv.

TECNAM

P-2006T

PA44

15000

P180

direct

PIAGGIO

P180 AVANTI

P180

41000

L

P210

equiv.

CESSNA

P210

BE58

25000

L

P28A

direct

PIPER

PA-28-140 CHEROKEE

P28A

12000

L

P28B

equiv.

PIPER

PA-28-236 DAKOTA

SR22

17500

L

P28R

equiv.

PIPER

PA-28R-201 ARROW

DA42

18000

L

P28S

equiv.

PIPER

PA-28R-201T TURBO ARROW

P28U

20000

P28T

equiv.

PIPER

PA-28RT-201

DA42

18000

P28U

direct

PIPER

PA-28RT-201T

P28U

20000

19000

L

P3

equiv.

LOCKHEED

ORION P-3

C130

33000

21891

M

P32R

equiv.

PIPER

PA-32R-301 SARATOGA SP

C182

20000

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

12527

L L

12527

19000

L

L L

L

77

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78

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

P32T

equiv.

PIPER

TURBO LANCE 2

TB21

25000

P46T

direct

PIPER

Malibu Meridian

P46T

30000

P68

equiv.

PARTENAVIA

P-68 Observer

PA27

20000

P68T

equiv.

PARTENAVIA

AP-68-TP-300 SPARTACUS

P46T

30000

30945

L

PA18

equiv.

PIPER

PA-18 SUPER CUB

PA34

25000

22500

L

PA23

equiv.

PIPER

APACHE PA23150/160

PA27

20000

L

PA24

equiv.

PIPER

PA-24 Comanche

TB21

25000

L

PA27

direct

PIPER

AZTEC PA23235/250

PA27

20000

L

PA30

equiv.

PIPER

Twin Comanche

TB21

25000

L

PA31

direct

PIPER

CHIEFTAIN

PA31

26300

L

PA32

equiv.

PIPER

PA-32 CHEROKEE SIX

PA44

15000

12527

L

PA34

direct

PIPER

PA-34-220T SENECA III

PA34

25000

22500

L

PA44

direct

PIPER

PA-44-180 SEMINOLE

PA44

15000

12527

L

PA46

direct

PIPER

PA-46-350P MALIBU MIRAGE

PA46

25000

L

PA47

equiv.

PIPER

PA-47

C510

41000

L

PAY1

equiv.

PIPER

PA-A-31T1-500 CHEYENNE I

PAY2

29000

L

PAY2

direct

PIPER

PA-31T-620 CHEYENNE II

PAY2

29000

L

PAY3

direct

PIPER

PA-42-720 CHEYENNE III

PAY3

33000

L

PAY4

equiv.

PIPER

PA-42-1000 CHEYENNE 400

P180

41000

L

PC12

direct

PILATUS

PC-12 SPECTRE

PC12

30000

30143

L

PC6T

equiv.

PILATUS

PC-6C TURBOPORTER

P46T

30000

30945

L

PC7

equiv.

PILATUS

PC-7 Turbo Trainer

PA34

25000

22500

L

PC9

equiv.

PILATUS

PC-9

BE20

35000

PRM1

direct

HAWKER BEECHCRAFT

390 Premier 1

PRM1

41000

43453

L

PRXT

equiv.

PRIVATE EXPLORER

T-EXPLORER

PA34

25000

22500

L

WTC

L 30945

L L

L

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

EUROCONTROL

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

R722

equiv.

BOEING

727-200RE SUPER 27

B722

37000

33845

M

R90R

equiv.

RUSCHMEYER

R-90-230RG

PA44

15000

12527

L

RF6

equiv.

FOURNIER

RF-6

P28A

12000

L

RFAL

equiv.

DASSAULT

RAFALE

FGTN

60000

M

RJ1H

direct

BAE

RJ-100 Avroliner

RJ1H

35000

30949

M

RJ70

equiv.

BAE

RJ-70 Avroliner

RJ85

35000

32166

M

RJ85

direct

BAE

RJ-85 Avroliner

RJ85

35000

32166

M

RV14

equiv.

VAN’S

RV-14

TB21

25000

S22T

equiv.

CIRRUS

SR-22T

PA34

25000

S601

equiv.

AEROSPATIAL

SB 601 CORVETTE

C525

41000

L

SB05

equiv.

SAAB

SAAB 105

C550

43000

L

SB20

direct

SAAB

SAAB 2000

SB20

31000

M

SB32

equiv.

SAAB

LANSEN

FGTN

60000

M

SB35

equiv.

SAAB

DRAKEN

FGTN

60000

M

SB37

equiv.

SAAB

VIGGEN

FGTN

60000

M

SB39

equiv.

SAAB

GRIPEN

FGTN

60000

M

SBR1

equiv.

ROCKWELL

SABRELINER

FA10

45000

SD4

equiv.

TOMARK

VIPER

P28A

12000

SF34

direct

SAAB

SF 340

SF34

25000

SH33

equiv.

SHORTS

SH3-330

SH36

20000

M

SH36

direct

SHORTS

SH3-360

SH36

20000

M

SHRK

equiv.

SHARK AERO

SHARK

TB21

25000

L

SLK3

equiv.

SLICK

360

PA27

20000

L

SLK5

equiv.

SLICK

540

TB21

25000

L

SNTA

equiv.

AIRSPORT

SONATA

P28A

12000

L

SORA

equiv.

ACS

100 SORA

P28A

12000

L

SR01

equiv.

EURODISPLAY

SR-01 MAGIC

P28A

12000

L

SR20

equiv.

CIRRUS

SR-20

SR22

17500

L

SR22

direct

CIRRUS

SR-22

SR22

17500

L

SU95

direct

SUKHOI

RRJ-95B SUPERJET 100

SU95

40000

SW18

equiv.

SKYWOOD

TEDDY SW18

P28A

12000

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

L 22500

38400

L

M L

25000

36297

M

M L

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80

A/C Code

Model Type

Aircraft manufacturer

Aircraft model

Synonym aircraft

hMO [ft]

hmax [ft]

WTC

SW2

equiv.

SWEARINGEN

MERLIN II

SW4

25000

25000

L

SW3

equiv.

SWEARINGEN

MERLIN III

PAY3

33000

SW4

direct

SWEARINGEN

MERLIN IV

SW4

25000

T10

equiv.

TNM-AVIA

T10 AVIA TOR

P28A

12000

T134

direct

TUPOLEV

TU134A-3

T134

39000

34764

M

T154

direct

TUPOLEV

TU154M

T154

41000

37285

M

T160

equiv.

TUPOLEV

TU160

B742

45000

33180

H

T204

direct

TUPOLEV

TU 204-300

T204

39700

35429

M

T206

equiv.

CESSNA

STATIONAIR TC

PA31

26300

L

T210

equiv.

CESSNA

TURBO CENTURION

C421

30000

L

T50S

equiv.

SUKHOI

T-50 PAKFA

FGTN

60000

M

T6

equiv.

NORTH AMERICAN

T-6 TEXAN

PA46

25000

L

TB20

direct

SOCATA

TB-20 Trinidad

TB20

20000

L

TB21

direct

SOCATA

TB-21 Trinidad TC

TB21

25000

L

TB30

equiv.

SOCATA

EPSILON TB30

PA27

20000

L

TBM7

direct

SOCATA

TBM-700

TBM7

31000

L

TBM8

direct

SOCATA

TBM-850

TBM8

31000

L

TEX2

equiv.

HAWKER BEECHCRAFT

T-6 TEXAN 2

TBM7

31000

L

TOBA

equiv.

SOCATA

TOBAGO TB-10

C172

14000

L

TOR

equiv.

PANAVIA

TORNADO

FGTN

60000

M

TRIS

equiv.

BRITTENNORMAN

Trislander

DA42

18000

L

TUCA

equiv.

EMBRAER

TUCANO

TBM7

31000

L

VC10

equiv.

VICKERS

VC10

B762

43000

WSP

equiv.

AAK

WASP

P28A

12000

WW24

equiv.

IAI

1124 WESTWIND

FA10

45000

XA41

equiv.

XTREMAIR

XTREME 3000

BE58

25000

L

YK40

direct

YAKOVLEV

YAK-40

YK40

26575

M

YK42

direct

YAKOVLEV

YAK-42

YK42

31496

M

L 25000

L L

35861

H L

38400

M

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

User Manual for the Base of Aircraft Data (BADA) Revision 3.12

Project BADA – EEC Technical/Scientific Report No. 14/04/24-44

EUROCONTROL

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EUROCONTROL

APPENDIX B SOLUTIONS FOR BUFFETING LIMIT ALGORITHM

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EUROCONTROL

A general solution for finding the roots of a cubic expression can be found in [RD15]. If we take expression 3.6-6, we can rewrite it to:

Μ3 −

C Lbo ( M = 0 )

a1 = −

C Lbo ( M = 0)

k

W S ⋅Μ2 + =0 0.583 ⋅ P ⋅ k

Let: k

a2 = 0

W S a3 = 0.583 ⋅ P ⋅ k Now let:

Q=

(3 ⋅ a

R=

(9 ⋅ a

and:

)

2

− a1 9

1

⋅ a 2 − 27 ⋅ a 3 − 2 ⋅ a1 54

2

3

)

The discriminant D is equal to: Q3 + R2 . In our case D is usually strictly negative, which means that all roots are unequal and real. A simplified computation method with the help of trigonometry is given below:

θ  a Χ1 = 2 ⋅ − Q ⋅ cos  − 1  3 3 θ  a Χ 2 = 2 ⋅ − Q ⋅ cos + 120 0  − 1 3  3 θ  a Χ 3 = 2 ⋅ − Q ⋅ cos + 240 0  − 1 3  3 With: cos θ =

R − Q3

The solutions X1, X2 and X3 now give the possible values of M. One solution (in our case usually X1) is always negative. The others are positive with the lower one (usually X2) being the low speed buffeting limit we are looking for.

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