Scribd
Upload
41 views32 pages

Flight Mechanics Lect - 10

Here are the required document

Uploaded by

saraaitoubah86
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
41 views32 pages

Flight Mechanics Lect - 10

Here are the required document

Uploaded by

saraaitoubah86
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 32

Aerospace Engine/Vehicle Performance

AE-3310 Lect.10
Dr. Omer Almatbagi
Room: Batiment 2,B - 301 ter
omer.almatbagi@uir.ac.ma
Maximum climb angle (θmax and Vθmax )
𝑻𝑽∞ −𝑫𝑽∞
𝑽∞ 𝒔𝒊𝒏𝜭 = 𝑹/𝑪 = ÷ V∞
𝑾
𝑻 𝑫
𝒔𝒊𝒏 𝜽 = −
𝑾 𝑾

From L =W cos θ, W = L/cosθ (For steady unaccelerated climb)

𝑇 𝐷 𝑇 𝑐𝑜𝑠𝜃
sin 𝜃 = − = −
𝑊 𝐿/𝑐𝑜𝑠𝜃 𝑊 𝐿/𝐷
Make assumption of cos θ =1
𝑇 𝐷 𝑇 1
sin 𝜃 = − = −
𝑊 𝐿/𝑐𝑜𝑠𝜃 𝑊 𝐿/𝐷
Jet Engine driven Airplane
T is const with the velocity:
(94)
1
But (𝐿/𝐷)𝑚𝑎𝑥 =
4 𝐶𝐷,𝑜 𝐾

(95)
The flight velocity corresponding to θmax is obtained as follows
(Vθ,max ):

For (L/D)max, CDo = K CL2 Zero lift drag equal to induced drag

θ and V∞ now become θ max and V θ max , respectively,


Solving for Vθ

(98)

R/Cθmax :

(99)
Examining Eqs. 94, 95, 98 and 99
1. (95): θmax does not depend on wing loading.

2. Vθmax varies directly as (W/S)1/2.

3. Flight at θmax: The R/C is higher for higher wing loading.


Effect of altitude:
a. Since (L/D)max does not depend on altitude then from
(94): θmax decreases with altitude (T decreases with
altitude ).

b. Eq. (98): Vθmax increases with altitude.

c. Eq. (99): altitude effects on θmax dominates and (R/C)θmax


usually decreases with increasing altitude.
Propeller driven Airplane

PA

Combine with Eq (88)

(88)
We obtain:

(100)

No direct information of θmax , Differentiating Eq. (5.100) with respect to V∞ ,

(101)
Setting the derivatives equal to 0, thus defining the condition for θmax
, with V∞ representing Vθmax.
After few
algebraic
steps

( 1) This Eq. has no analytical solution

(2) The magnitudes of the last two terms are much larger than the
magnitude of the first term, and hence a reasonable approximation

can be obtained by dropping the 𝑽𝟒𝜽𝒎𝒂𝒙 term.

(3) Obtaining Vθ, max for a propeller driven airplane:


Notice:
For given airplane, it is possible for Vθmax to be less than stalling velocity.
For such case, it is not possible for the airplane to achieve the
theoretical maximum climb angle.
Maximum Rate of Climb (R/C)max and V(R/C)max
jet- airplane
T is const. with V∞ .

(R/C)max can be found by differentiating with respect to V∞


and setting the derivative equal to zero.

= 0

Divide by the coeff. Of (Vꝏ2)


We obtain, X CDo

(105)
X CDo
Using 𝟏
= 𝟒𝑲𝑪𝑫𝑶
and multiply by
𝑳 𝟐
𝑫 𝒎𝒂𝒙

= 3Q2
Let,

We obtain,

This a quadratic eq. in term of x (that is in term of V∞2), we obtain:


2

We use only the plus sign.


Replacing Q and x in with their definitions and note that V∞
represent V (R/C )max
To simplify the resulting expression, let

Substituting this Eq. into

we have:
Equation (5.116):
• demonstrates that T/W plays a powerful role in determining
(R/C)max·
• increasing the wing loading, increases (R/C)max·
• (R/C)max being dominated by the T/W, decreases with an
increase in altitude.
Propeller-driven airplane
Power available is PA = ηprP it is const. with the V∞.

(R/C)max occurs at the flight


velocity for PR min.
The conditions for PR,min is flying at (CL3/2/CD)max hence
velocity V(R/C)max is equal to 𝑽 ൗ𝟑
(𝑪𝑳 𝟐 /𝑪𝑫 ),𝒎𝒂𝒙

An expression for the (R/C)max can be obtained by inserting


Eq. (5.118) into Eq. (5.86), and noting that
Only
inside the
bracket
Examining Eq. 5.122
- Power to weight ratio(ηprP/W) effect the value of (R/C)max.
- More power means high rate of climb
- Effect W/S:
(R/C)max decreases with an increases of W/S.
- Effect of altitude: Increasing altitude decreases (R/C)max
Gliding (Unpowered) Flight

Whenever an airplane is flying such that the PR larger than PA, it will
descend rather than climb.
In the ultimate situation, there is no power at all; in this case, the
airplane will be in gliding, or unpowered, flight.
This will occur for a conventional airplane when the engine quits
during flight (e.g., engine failure or running out of fuel).
Also, this is the case for unpowered gliders and sailplanes.
The force diagram for an unpowered aircraft in descending flight is
shown in Fig. 5.39.
For steady, unaccelerated descent, where θ is the equilibrium glide
angle,
For an aircraft at a given altitude h, this is the case for maximum
horizontal distance covered over the ground, R .

Sketch of the variation of CL and L/D


Range covered in an equilibrium guide.
versus angle of attack for a given
airplane.
From Eqs. (5.125) and (5.126), the equilibrium glide angle θ depends
only on the lift-to-drag ratio.
However, to achieve a given L/D at a given altitude, the aircraft must
fly at a specified velocity Vꝏ, called the equilibrium glide velocity,
and this value of Vꝏ does depend on the altitude and wing loading,
as follows. Since
In Eq. (5.127), Vꝏ is the equilibrium glide velocity, it depends on
altitude (through ρꝏ) and wing loading.

Recall that both CL and L/D are aerodynamic characteristics of the


aircraft that vary with angle of attack, as sketched in Fig. 5.41.

Specific value (L/D)1, corresponds to a specific angle of attack α1,


which in turn dictates the lift coefficient ( CL)1

If L/D is held constant throughout the glide path, then CL is constant


along the glide path.

However, the equilibrium velocity along this glide path will


decreasing with decreasing altitude.
The rate of descent, sometimes called the sink rate, is the downward
vertical velocity of the airplane Vv.
It is, for unpowered flight, the analogy of rate of climb for powered
flight.
DVꝏ is simply the PR for steady, level flight.
Hence, the variation of Vv with velocity is the same as the PR curve,
divided by the weight.
This variation is sketched in Fig. 5.42, with positive values of Vv
increasing along the downward vertical axis.
Clearly, minimum sink rate occurs at V (PR)min.
Hence the conditions for minimum sink rate are the same as those
for (PR)min, which from Eqs. (5.41) and (5.57) are
Rate of descent versus equilibrium guide
velocity.

Hodograph for unpowered flight.


The hodograph diagram is sketched in Fig. 5.43 where a line from
the origin tangent to the hodograph curve defines θmin·
‘’Minimum sink rate does not correspond to the minimum glide angle’’.
Vmin-sink-rate [corresponding to (CL3/2/CD)max ] is less than that for
Vmin-glide-angle [corresponding to (CL/CD)max ].

An analytical expression for the sink rate Vv can be obtained as


follows. From Eq. (5.123)

You might also like

pFad - Phonifier reborn

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.


Alternative Proxies:

Alternative Proxy

pFad Proxy

pFad v3 Proxy

pFad v4 Proxy