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Cruise-Climb and Takeoff

The document discusses key principles of cruise-climb, highlighting that lift equals weight and thrust is proportional to relative density. It also covers take-off speeds and their significance, including V1, VR, VLOF, and V2, while noting that drag-to-weight and lift-to-weight ratios are minimal during takeoff. Additionally, it addresses the effects of altitude and Mach number on optimal cruise conditions and fuel consumption.

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jasonrusselljasonrussell
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9 views2 pages

Cruise-Climb and Takeoff

The document discusses key principles of cruise-climb, highlighting that lift equals weight and thrust is proportional to relative density. It also covers take-off speeds and their significance, including V1, VR, VLOF, and V2, while noting that drag-to-weight and lift-to-weight ratios are minimal during takeoff. Additionally, it addresses the effects of altitude and Mach number on optimal cruise conditions and fuel consumption.

Uploaded by

jasonrusselljasonrussell
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
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SESA1015 29/11/22

Cruise-climb
 During cruise, Lift = Weight
 Angle of attack and CL is constant during cruise climb
 Specific fuel consumption (s) is constant throughout flight
 In the stratosphere, the temperature is assumed constant
T2 σ2
 Thrust is proportional to the relative density, thus =
T1 σ1
 As the weight decreases throughout flight (burning fuel), and V and C L are constant for
cruise, the plane must climb to decrease the density of air it flies at (all dictated by the
1 2
equation W = ρV S C L
2
 This means that the W is proportional to the relative density ( ρ=ρ0 σ )
W 2 σ2 T 2
 Thus = =
W 1 σ1 T 1
V optimal cruise =√ 2V MD
4

 Minimum drag speed increases with altitude so it is better to fly at a higher altitude

Range at constant altitude and 


0.5

( )
1
2 2 CL
 R=
s ρS
2
CD
[ W 1 −W 2 ] for constant altitude
0.5 0.5

V optimal cruise =√ 3 V MD
4

 Effects of compressibility on transonic flight:
 Values of optimal CL and cruise height are lower
 Increase altitude at constant Mach number until drag is minimized
 Other assumption effects:
 S.f.c. for turbofans increase with Mach number
 Conditions for optimal range are at a lower Mach number

Take-off
 V1 is the decision speed which is the
speed at which if an engine fails, the
plane can decelerate before reaching
the end of the runway
 VR is the rotation speed and is when
the pilot increases the angle of attack
to rapidly increase the lift
 VLOF is the speed required for lift off
 V2 is the takeoff safety speed at which the [plane reaches the screen height of 35ft
 During takeoff, D/W and L/W
are both very small and can
often be neglected
SESA1015 29/11/22

 s1=
1
2
V 2 1.44 W
=
( WT ) (when V = 1.2V )
2 s

( T
W
−μ ) 2g g ρS C Lmax
1−(
T )
μW

 These are derived by formulating a force equation (as shown above), remove D/W and L/W,
and integrate the left hand side with respect to x and the right with respect to V (treating
T/W as constant) and rearranging
  is the coefficient of friction

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