FILI Mahany Ritik Mishra 20A E30019 AE 31007 É Itf natEantanffyng fixedwing 77 331 machines Thurs tut generally Body 6gppagslides Flight performan for for unsteady flights may read References 2 Ging Class tests 10 10 220 TA mid sun 6 endseem 6 A Driving factors behind speed CO attitude trend renegado I the growth of fast first ch of High aeronautics Anderson tread if Ind reversal military aircraft manoeuvrable transport Concorde Knauf maintenance costT flew'atabout M2 low passenger attitude capacity at an 50.000 ft above Ms of 128 passengers crashed into hotel after take off T low speed Not profitable safety concerns att speeds Sd Booms spanic Input Aerodynamic aft heating Vsound beyond M 2.2 viable not serene Titanium had to be used expensive skin hand to machine having diff I n neg n advent of Composite materials tractor ggg my renewed interest in eupsonic transport aircraft commercial transp Boeing 787 C 85m Airbus 380 thin air 7 lesscombustion aircraft att efficiencyepad reverse trend why A A A double decked decks wing span length som Tom 500 passengers with two deck private luxurious restaurants bars in flight casino large Wings altitude not successful was 2 in full rooms Wales Td TM vertical fin Mt production Germany horiz in Spain challenging Assembly carried out in France not affordable by small airlines lot consume 4 engines of fuel additional airport huge size park impressive design lead top failure Airbus 350 Boxing 757 infrastructure economically commercially successful Iw mom design reliability safety design env cleanliness performance role of a cft commercial military diff requirements fighter non combat I search ÉtatFit stealth It I displays object transports and not under wings missiles are located ability to avoid intercepted bomber transmits Ear detection Attack searchvolume signal 8 t radar aroids Madan detection IE tEd mititay qq.my A largely carryout Aircraft design requirements depend on the missiongoals it has to AIRCRAFT EMPINENTSW Primary components Wings projecting wing on of aircraft horizontal surface planforme a wing 08 toward MinichR wing a tapered same chord length c bin fuselage centre line and wing centre line not 90 may 90 sweptback f elliptic delta forward not popular At ad Mtrantonset aeroelastic divergence problem lifflgeneratedstress wing twisted structure collapses will not withstand dueto load of Jenn sweptforward Intittiates but issue with dragdivergence aeroelastic divergence cations monoplanes Iwhihwingsaconnectedly fuselage low wing Iggy Parsol wings 7 stability Howperf private dihedral gym jet anhedral lemme mm III more Triplanes life 3 wings t drag Ylesigns Iqapfgonfunphawanignmetanet slacks fat Trailing edge Wing Parameters in leading edge NACA National Advisory comfortant camberline the LE chordline forward most pt of airfoil section a rearmost point a btw ch line and cam line cambadis Ye measured normal to chord line LE TE andantino n I and line British invention camberline Yt if this American convention chordline I this def Half thickness Yt reconstruct upper and lower surfaces we wish to finding coordinates ofupper lowerpts Gg Yu given Yt Yc E chord line Me Yo N Both Chu Yu TA LE Ift ki T I Ye Nyc Ye sino Nut Ne Yat Yo t Yf coso Leading Ide radius R circle around LE LE is the midpoint t circular arc best that fits the airfoil section Determination of camber find best fitting line chord line circles connect centres given parameters given airfoil section airfoil section parameters Negatively cambered airfoil fff IA concave up NACA 2412 21 chord maxcamber poshof a not a Max thickness 12f c Wing parameters Platform ntition projection on horizontalplane of wing na directionof fuselage I wing SE y y e I Crip flight s.si b wing span k AR aspect mates order of AR y H II Boeing 787 g Airbus 380 s military fighter commercial F9 1 3 Boeing 787 Airbus 380 military fighter Aac Meat i 50 60Th to 73M 7 3 10 15m g handy o E Mac cases Stettin ofac Lmao F d ca a cyl c y tan da t tanned d ymaeltanduettandee biz I Jf 2g I y tan diet tander c tan diet tander fay dy if 3 Lmao Cady yay dy yay dy o significance of mac reference length in stability and controls 2 airfoils fame planform area but diff shapes I same aerodyne parameters mac can be used x g Caro lift line pitch fighting 0 YW 92 plane ofsymm change willchange with in orient Di two LITT Isis E 11 to free stream dir alongs a lifetime convention 7N DE dhjv i.aehorizon 2 flight path parameter di angle of attack Oi pitch angle This if holds definition Va if in seaplane x B x with horizon u is in Xz plane a I sideslip r v2 x slide 10 72 vis not with angle n and pug 17thAngl22 ed72hr Roller A top Lhpyay be the same throughout not lift I incomingflow thrust11 Vas Cy defD Vos l aw I Va It E et sa at at liftfthunstt but after a certain pt Ce initially adverse pressure gradient t flowseparate vote blades drops vast its contribution dominates thrust starts shockwaves appear can 6 at be number in Cypidd 11 decreasing flow separate d thrust f hopeller aircraft cannot at tspeeds fly M 0.3 0.5 Propulsive chaacterists 7 Pip aggitably velocity propellerPitutream engine upon Tv Pa ofaircraft 1 ftp.vt.I Pp g Ch AF ratio t MIFF advance ratio frustream t p rpm propeller diameter thrust Vast but after 2 Bs B2 B Pat a certain pt Tina dominates att the speedis not zero Variable pitch propeller as flight speed changes is p automatically adjusted using feedback control system maintaining engine mhm operate around the dashed line in graph effigy path p Vat 1 o t to thrust 8 throttle a constant Pat mechanism airflow can be keeping air fuel ratio constant by which controlled s t full throttle t man thrust than power Withrotier Vos ht combustion efficiency air thinner drops forthrottle same hot d same power Pitt H Pad m PA spiff f f y So puffs Max power developed at sea level altitude variation is captured with this ratio this model may not capture everything A simplified yet consistent propeller efficiency why use power powergenerates thrust Piston Engines General auf reciprocating engine all forms of civil aviation other than commercial air transport and aerial work private business jets recreational flights air tourism spouts private personal Commercial travel transport scheduled air sourices unscheduled a 4 air cargo air taxi operations small commercialplanes short distances fly on can demand work specialized aviation services agricultural aviation spray pesticides on trainer pilot training crops aerial firefighting aerial survey Regionattistinest cities with connect small big tubs passenger capacity 2100 use turboprop thrust is directly generated theuest I thrust Turbojet Available generated Thrust available momentum Main t Mfd Ve pressure difference Ce Pas Ae maisVas fuel Ta Mais Ce Vos thrust sext is Pe 4 Mais Po Ae more or less constant as a given vast for throttle coz Cve volt Maui T E L air thinner Tat S model we use Toff for turbojet engine thrust is generated foist and nottower full throttle Kaos man thrust fat a particular attitude styled elevators mom up d lift generated by tail d all craftfitches sticking is reduced up left wing produces more lift than plangoes right d right wing rudder twins night right pedal Flats t right your located inside both flaps are deflected downwards landinggear A to produce more lift tricycle configuration A tailwheel in takeoff landing surface movement Yoke lookup pulls back 11 forward twins might pitches up se down Sad Atmosphere aerodynamic characteristics lift drag influencedby atmospheric conditions atmosphere dynamically stand atmosphere changing system weather balloons mathematical model of sounding collected rockets average atmospheric conditions Deftof Ellipsoid tude tufau a moreappropriate of earth centre of Earth Model for 9 8 acceleration dueto gravity gfk Hydrostatic equation Idha g dpt fdhag At p dp egdha bestowal attitude fify Messy with fictitious attitude gym ham be pg at same pt pressure p s dh I pgan equate I same gdha gdh Gnat normal force per unit area on Pa the walls pelim AI AA TO AA Density p e him Auso Temperature measure IT of average KE ofgas particles KE 32 Boltzmann const 1 23 10 23 Jfk int forces Idealgy are negligible dei btw particles lox molecular 11 Flow of air aircraft Temperature profile around diameter an can be assumed to be an IG stratobause Pussy anddensity Ipa pgdh profile p 10 g RT Efmgament dh p fat 9 TD g H Ipp me P 407 segment he He in Ily E E K hi fit hi p p p ha tch p e e ht Pt Gant T segment T t y temp Carnation linear at h lapserate T pie Iffy a const dpfz Pi.T Y da dap in CEen Ea ME f p Hy Gyd p johar f f e e jarts Tt ne a gradient to further htt segment IP drops af ft Er s e t T A P and e so s t always with altitudes decrease whether gradient iso segment Pressure temperature and altitude density attitudes see A I atmospherictable Ba of Aerodynamics Streamlines pave constant continuity eqn Moman equation n dy Indydz Idpa w d fluid at Yap t o É e day erd momentum equation fractional change in density per unit ummmm GI Mach no Eal they ofteft a a Assume Eggs coefficient dynamic similarity Flown are said to bedynamically similar if they have the same M and in RE similarity parameters model meal flight real sized Ipe same sin I Cd Com with the help ofdy are same we can reduce costand effort Var oftiftefficientswith stall of attack falling Fr slotted admit highp air from bottom separation delayed flat higher fourlaflap Imams Ay a behind downward deflection Moves behind d SA planform areas La te visa Lex's som r1 invasifeff camber Tes h flaps bydefn sI plain cambert leading eff edge flap ad It an higher amaze I pressure diff shift'M Hou of lift boundary layerenergized d highest separation delayed Eman agonatefabatosetrenand Edt moves forward sat camber T off slope A high pressure air comes Itmultiplestottedflapp frombottom A man can double triple by the use of flats wafting flowaration I left frdis of if does not landing change bottom surface p drag becomes significant not separated it will be smart Ended drag his induced L of attack a small di ecosai L I sinai Lai I Mea r Clocallif adding ee span efficiency factor an tvely Infinitewing airfoil cambered symmetric airfoil a CL God for a finite wing CL Z Ao do 4 Ch I 4 Ctogetthe same Ao to G also tail Gao Ado t Ig Tim Ead slope reduces as Aspectratiot DragPola seah a increases decreases shock ÉÉ Can C t eat 0.84 ME 1.2 I Transaction Cd frustream I i MCRMDD La Mad machno 1 ally supersonic hasto terminated by shock as MT dydivergence supersonic I BL separation frog rises flow expanded shockbecomes stronger C I using swept wings we can Mos delay the onsetof drag divergence Mcp increases all high subsonic jets have swept wings Basics of aerody f ch Pamadi Ch L 5 Anderson ch 3 standard atmosphere 21h8 study heavier than air Glides sailplane Flight Alig Dingy satgo km h towed without paraglider engine ascent parachute type drag ARE go launch machine increase gang type ma deployed powered plane from a height undercarriage launched foot from a height sailplane landing gear I Ndong flight cliff oration aseitt PE to overcome y always Ied path parameter drag bust and At Gliding powerplant no flight no thrust unpowered in any aircraft canglide r ntonet for a long time t WW shallow glide ref Em small L approximation Dt W sing to L W cosy so ko In q assuming y small g E is man y is I mum F TE Stand Paraglider g 280km h 25 00 30 90 Km h km h Rare Endurance maximized 5J AN AS A charge in THAT AS E E DAS Change in potential height an ground Range R PE is gst maximize used to overcome drag energy v As man p minimum steady gliding doesn'tchange bEfwYjTm Ea dynamiceff7 Dmin minx I Max D n fencing lift weight E Mud 4 Dmin un v using a 24ft TV no wind blowing Glitlair dat 42 retrr way I Eady Ya 1 parsing I t I 181 E df V81 un Edh das Re EAN given a E constant if a given Em Ah Aman ITE headwing tailwing FEE Ground 7 speed v5 lift and pifondited drag produced p a by airspeed airspeed Vor day tailwind u Va E headwind Vw for Vw for tailwind V I Vn favourable effect during takeoff landing on mange It always true heddwing favourable teadwind unfavourable tailwind favourable def EV Vw da mange CE it VIE IVWEI induced nation assuming ratio headwind dh generally ofgrounddistance travelled height best sail plane Go hang glider paraglider 10 15 to time Endurance forwhich glider is airborne Ah given A PEE Lower required to overcome drag x At t I for Bower required to 7 maximum overcome endurance PR II en Pr Lin v 2 Ef W Tt is minimum drug Iz f PSC Dr 12 fin maximum lost height of rate ofchange G his hi Ire forglider ti r 181 hi v m e Eq min V E Cen assuming y is small H f Iw E Le W V v YE endurance mash minimum power sink matemin I f required Ey minm da 0 E3 using parabolic drag profile Got kg ftp.k 2K Eck 0 Kotka 32 o q3 Ek liftinduced atte ka 4K CE 3 Coo KG 3 Go drayfnt CT Git 4 3 Cbo 37 0 3kg220 min 412 1min prig 34.5 f a 34J 43x GET my 4 46 3990 4 Go IF a Ump I 24J speed corresponding to minimumpower II VR required Ump I g HF IF O 9 43 FOUR t of speed at which drag is minimum finding min sink mate Ismin fromdef hi dy 9 EMEI time rate of change of height lost for maximum endurance at hi hi dft FEET j hf man p function of T ft hi numerically integrate height small ftp.jadh dhe height forgoneInnings for change EEE gie a ki ha tman I Efa Chi ha A observation reasons g increases upto a initially later Got Kat p T certain and then decreases pt Ce increase dominant CD increase dominant How to Rman Em Ah It increase range and omfg increase Em I reduce Kand Goo Cysign K net entity t span efficiency factor ART K lis light material dig TAR wings longAR wings reduce Iii elliptical in low drag laminar airfoil planform Go is independent of a jammed.TT fIdust of feat Mgound heated warm air inside thermal glider I longer gain altitude within a thermal glider is greater altitude gain ridge hammertop Lgtiain can glider gain some f lift extra due to movement diff of ail vertically up Wanetift ath altitude gaby hi glider passing vw hi 8 an fly longer his Vw his forgain by thermal Ah man PET t At diff widthof thermal Mw g Co hitman Cy 181 yl dwidth at stall at minimum sink mate spraticalated thermal more generated lift in column upward t Numonialbrobamaafeaplain numerical examples Pamadi ch 2 Anderson ch 6 all daercise Stay Guiding Flightenvelope altitude angle ofattack absolute velocity dark blue given V1 yellow increasing altitude high speed som low speed i ol Exercise do At Stadymklights gotten 101214 Hs Iwl ensure s 1 Nfo Vw correct representation especially for During L D TW steady lend flight of ofmotion LEW D O Kincequefmotion D g Yzf V's foot kg ko v c fer'sa 9 345 i nd D expressions 2fam 9.3 Yonan pg q A knot const min no variation considered drag is constant induceddrag d lift entrain en Zev's a VA t r ai instead Y const at leftshd equal to wt this i y den a domain as d compared to inv Gi decoy increases steadygliding gliding pamadich envelope Marni Melanie given as reference P min occurs req 2 Otto on lowerside Speeds make wurst thrusting for steady lend flights Pau ETV E MI PA const ht ed I J t dragonegg monad Otp comes in denom Mfftraduced et at induced lift dragtes sett pv Pr D Fa at any point on power enquired come to find drag tant date jpg slope of line fat a point connecting pointto 70 II drag origin u find minimum drag slope of line passing through origin and tangent to the curve leastslope line OF minimum redline in fig PPD Amin doesn't change with altitude pg red line does not change all armed will betangential Eline minimum power required PR mint Dump G L unbinding to min power Pr min L Ump E W Ump E Tr W Peggy 21411 Id solutions of Piairoraft steady level flight Pa Pr T I f SVG tf fr's Kat available h an't equationof the but form Graal solutions air speed Ve galtitude Up I sealevel density u to o no analyticalsolution D equivalent c ter's g 3kg love'sgo EYE getfreedofp Ady and for all attitudes just f same Tr I attitudeincreases for flights thrust available and thrust read max altitude when 8 1 delta possible altiade Eve ga curves are tangential sd 11891 E I initially ve afterwards is dominant o t more highspeed solution low speed solution increases initially s then it starts to decrease increasesonly afford T 22 D EYE an Yur Z 42 FEm At uh 2244 1 f 2 0 I const forpropeller KM ett re will notbe aircraft 1 this approach X FEET up for prop Vr Italy ht aletude increases Vr increases as z ht In Em I EEN n initially increase in VRT later decrease in z A highspeed sot Tes a des stature low speed solution TF EE increases ur I up z hd propeller stall constraint hi j.TW 8 1 M o e se V ages we obtain armoury stattffman as plane attitude T stale Tes we cannot have a speed below stall speed lifton speeds in still transonic regions but wave drag not accounted for How to change speed in level flight reasons choosing both low and high high speed solution faster much further from stall flow speed is closeto stall speed same drag think A A Pilot wants to change speed without changing altitude s increased Lift change I changed adjusted weight throttle no attitude change and adjust Aorta Septsthy question I IIe O flow rate setting in p Co EIA T p ve I exit Pe Pa Ae t t exitpressure p power vet I Pepa GM are ambient pressure T D W Idf fi v we pg Mathematically DOF no ofvariables no iii H com L function of M d depends on hander of equations J My 2 ong height h Que How can we explain from AoA perspective that glider rises up under wind Titta of a angle attack withoutwind chord a AoA with wind un cleanly AoA Tes w more lift is produced M Law iii N Wh explain these graphs mathematically I w De left HI yl T T In Kev's got ought for altitude as agiven speed For agiven h can t as I I pl increases 2 low and Veon 2ft high speed you show that thigh t 181 t qqgufgtjtom.fr Em HII u VR FEI Vr VIR YI IT const for a given altitude whatever we applies Vin mine about le same for v Em H when conclude EmH5T Enter value of U v In KE I Yf Fg Vr ht as f d Ur Tes linkup for straight line explanation idatmosphere EM w we need to apply stall constant we een t m have speed lower than Ent game for a givengtude them find Vmax y either side Tes on ytatinit howipad side f r stall velocity high speedsich I r corresponding to Vman of aircraft Vmant Man CHI forestall HI for Vmax steady lend flight Question jetattlet must 7 weight of 160000N W 5 50 m2 got 0.026 pay attention to order 15000 N K magnitudes of parameters o 054 f to get roughidea T Vw NT 20000 e D M waisted In Ctt Vr 20 km Curtground t n kg m3 10ms Tailwind it takes to trand what time solution 0.27 Eff unknown a if Gmat given low speed solution cld if it below stall speed notaceytad low speed highspeed hd Question min É piston prop I 1600N m2 5 25 M2 Smart 1.5 2 0 85 I drag polar 2 3 I Go K S for Pr Up and Pr V D and will be done 90kW on Thursday septtits Forces r const TE D L way Excess in steady dumb acting W sing to 9870 diag thrust T slides D singe Thrust 20 TI required Dt Wsing Tr Tr E PR D Dvt climbing flight steady level flight wvsing formally 220 Pr steady DV climb D pv's foot ka a camp me fr's Go pits g L 4W 2K nut YI Is ter's go taken as I 10520 2 nd 22 1 I o 97,0 88 I climb D level specific excesspower Panty TVIfflend Postgategettin re Flight angle I path using maximise dint angles maximise situation when pilot wantstomaximize y and not Rle to cleaning obstacle as soon as possible 4 mountainous region Time to climb slide um if YE O III sing LIV min slide Four oshi Paper slice using res var for smalls Vy vs at Hodogfh V WE Mame Pr Paid A assume full throttle tano g tang I if y corresponding tangent a gray speed fake 8 stall A draw Ved a any pt line from on t o graph tangential line to for our convenience y we have divided drag curve into two parts slide last point ji climb angle of maximize slide thigh jet aircraft e 7 vow D Edm 71m W snr day Yen fett sing vena 122 yay q q o del thrust excess V Cinimum ma slide Maximum climb angle of Jet aircraft Ric e using using Vr using da kind T D 0 21pm Drin ZYg steady climb YI t Yen 4 Yen D 3 a ta 1 271 Dmin steadylevel 7 D as a flight MM zum 22maym d in them zum Eman um um Um 2 a Most matflighttes A 72 Umd E 4m 22man so amp co Ump terms daman ddzmanfzman um 4 tu tout emantvgm.pt IETF Egg Aba Ing and some ceiling absolute ceiling service ceiling h 100 FtlSec XD man 0 508msee he ailing safe margin for all practicalpurposes t limit of steady tend flight yes Minim timetochnd he Energy height sum of PE and KE per unit weight he Pst 5 htIg dig unsteady Me Gteady Piman her heightset Mann specific power fat 0 fit he Psman steady lane flight in or excess Denno reaches man decreases as again altitude Tes man excess power decay A secondplot Ps heo a o now PS Psf level flight low speed high speed ht 2 ht Ps comes cannot intersect they do not have samehand r IT Mimum time tofly 8 1 throttle man flightpath corresponding to minimum time Ps O 8 1 I velocity is changing steady climbingflight assumption is draw const he wins not valid H unsteady climb assumption he h constant tyg points where they are tangential H path A man mate of chink Cin F climb Ias attitude t expected from sealevel values from Rkman attitude PEM diam t orientationof war D u Éw jk Iguana I T aircraft pitchangleincreases j Wsing start to des Ig die t v f but climbing start trim pilot t all forces and throttle moments are balanced aircraft have Modern large content hydaulically assisted 811 pay control to controlsurfactmoment was linked yoke mechanically at pilot has to constantly hold slide aircraft truintat Cin small aircraft then hinge moment becomes row with no hydraulically assisted elevator hands mossflower I pilot stickforus faut a 1 81 rate of climb I A both engines do not Thrust produce same thrust asymmetry I yawing motion rudder is operated initially to counter thrust asymm dust yawing moment TED using Gteady Amb MAITRI speed solution y const diff altitudes f diff 8 Gdplot A Thrust v forgiving Try Dt W sing Tr Dt W sing 18am low speed and high speed solution converge red reaches this condition fast W sing Wu sing W T D Tr Dr Pa Pr sing W Rc Pa Prt WRC steady climb Question a t Gea lend Prmin Vr wing loading w If indd star change I 5 piston 160 Mm 25 Gmane 2 3 P mane 750kW m2 2 0.85 Cowpeller efficiency 1 hast Mfdrag polar plop I Go K S for Pr Up and Pr V D and 90kW Pa man M PD man I a b c Vmp Is 750 103 W 0.85 K and Coo Vr and Pr at V D and S at Vr YI FI 1 225 Pr min Kusa d analytically VR IR kg m3 g.ws 7gn Em Iq Pfp 0min 400kW for Pr Yen otherwise graphically 9 for PM Pr 400kW from graph MITTE Pre 400kW galena Prmin V VR low speed s Vow Ustad deicand Vital D E PI PHI man steadylend flight 22 CT upto lastclass Test upto thisclass ground dis covered Range wo getting refuelled tank of fuel kine Endurance reconnaissance aircraft loitering bombers ale on alert guarding airspace remain airborne mind approach runway not free until further instructions cannot seerunway Giant from ATC ground dis covered during cruise assumpt steady level flight T D Lew geo fi W E I O CT Getain thrust specific aft fad consumption I EV dy v I den dam Ew I v Tfw g tr R Constant dog guy Y E Edm burdening offsetaircraft I graphically mins man range setting Orcas somewhere in b w L W instantaneous pv's g anthfconstant re w wya c chg const jawn thrust sp fuel consumph constant Wo Egg what when EI a E E A ferial weight after fuelis consumed foreman maximum all Ii Igf Carson speed Agcmilar to graphical analysis varaff.tt gwith altitude St with to get same thrust add more attitude CT K fuel decrease after 20 in p ie T in cis more more T R d i p h cruise altitude most economical attitude A different from range is masem cruising altitude altitude at which plane cruise MI constant velocity range ta of jet aircraft initially w t ht plane gaining altitude during cruise 1 t tune gapproximately assuming a in change in cruise climb as ht duet I Ld i altitude s t neglected L W R A all v Ffa 435 Ro p room with Wo V is not independent ofCL Pamadis expression x Iman to Eastman E jet Fa Range tea of waft tut increases w e op c Pat Ew fuel consumption Thomandopedt directly related Pag P Tv Dr damn drug v fit dig y g any daw YEP da j assume Eg const as a const changing R Ronan E 8 lastfts Eft f V EVR towards night Ur Ump slides A wind on andadwance si e assumption man v I w flight conditions as in tailwind I head wing same still air Vg IRS Clone trick multiply dinide1 derivation of endurance