FLIGHT DYNAMICS
CH2--Aircraft Performance-1
COLLEGE OF AEROSPACE ENGINEERING
1
v CHAPTER 2 Flight Dynamics
Contents-1
1. Introduction
2. Equations
3. Glide Flight
4. Level Flight
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1. Introduction
An airplane is a flying machine. Like any other
machine, it is judged by its performance. Some of
the questions are:
--How fast can it fly?
--How high can it fly?
--How fast and how steep can it climb?
--How far can it go with a tank-load of fuel?
--What length of runway does it need for takeoff a
nd landing?
--How sharp and how fast can it turn?
Answers to these and many other questions for
m the subject matter of aircraft performance.
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Performance characteristics depend on the
weight of the airplane, aerodynamic characteristics
of the airframe, and the thrust or the power
developed by the powerplant.
In this chapter, we will discuss the model of
motion of aircraft, and study the basic methods of
estimating performance characteristics, and then
analyze main factors of it.
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2. Equations of motion for flight in vertical plane
Let us consider an airplane whose flight path
is contained in a vertical plane as show in Fig.
W dV
T cos D W sin g dt
2
T sin L W cos W V
g R
V2 V d
an V V V
R R dt
ε：the thrust inclina
tion ，ε≈0
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assume thrust is aligned with flight path ,
we have
W dV
T D W sin g dt
L W cos W V 2
WV d
g R g dt
For straight flight, and flight velocity is consta
nt, namely
dV d
0, 0 static performance
dt dt
we have
T D W sin 0
L W cos 0
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In addition, kinematic equations
x V cos
h V sin
Those equations can describe the static perfo
rmance of steady level flight, steady climb, r
ange, and endurance in constant-velocity cru
ise. And performance problems that involve a
cceleration terms are accelerated climbs, tak
eoff, and landing.
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nondimensional parameters
lift-to-drag ratio
load factor
nondimensional thrust
nondimensional
flight velocity
reference velocity ,Dmin
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Due to
With L = nW, we have
then
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Substituting and
then
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equation Transform to
T D W sin 0
or
equation Transform to
L W cos 0
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0
3. Gliding Flight
T 0
First, consider the simple power-off gliding flight.
D W sin 0 x V cos
L W cos 0 h V sin
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Due to the glide angle γ is small ，we can reduce
the equations into the following form:
So that and
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then
So, the flattest glide occurs when the drag is at
minimum. while
and
k
V 2W
SCL *
2W
S 4 VR
CD0
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Due to
dx 1 1
E
dh tan
the horizontal distance
assuming so
cont , then, E cont
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maximum range h
Rmax Em h Em , or , VR
2 kCD 0
Rate of sink so
h ( DV ) min
s , min
W
2W C D
( 3 ) min
S
C L2
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This happens when or
ˆ C L ,m 3C L*
then
E=?Em
Corresponding velocity
k
Vm 2W
S 4 0.76VR
3C D 0
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then
3
2Wk C D 0
hs ,min 4
27 S
and
S 27 hi h f
tmax 4
3
( ) endurance
2W k CD 0 4
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Optimal velocities
(Pr )min ( DV )min , (hs )min , (t )max
Em orDmin , ( R ) max , min
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4. Level Flight
Level Flight is the most common in flight. For
steady unaccelerated level flight, we have
dV dh
0, 0, 0
dt dt
T D correspond ing to n
T D W sin 0
L W cos 0 L W
correspond ing to
n=1
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1) thrust required
The thrust required to sustain steady level flight,
is equal to the drag（for jet aircraft）.
1 D CD 1
T D C D V S
2
W
2 T D
W CL E E
W L C 1
L V 2 S
2
Emax Tmin
z=1
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2) Variation of drag with velocity
T D
1
2
(C D 0 kCL ) V 2 S
2
2
1 kW
CD 0 V 2 S
2 1
V 2 S
2
D0 Di
Zero-lift drag Induced-drag
D0 Di Emax Tmin
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1 kW 2
D0 C D 0 V S , Di
2
2 1
V 2 S
subsonic 2
K ， C D 0 almost unchanged
1
D0 V 2，Di 2
，
V
V VR，D0 Di Dmin，E Emax
transonic
C D 0 ， K ， V D
Wave Drag is dominating
M 1.2 ~ 1.3( supersonic )
C D 0 1 / M 2 1，D0 M，Di can be ignored gradually
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VR Dmin D0 Di
2
1 kW
D CD 0 V 2 S
2 1
V 2 S
2
with, dD 0
dV
2
4kW
VSCD 0 0
V S
3
k
V 2W
S 4 VR
CD0
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3) Variation of drag with height
D0
1) H VR D C 1
V S , Di
2 kW 2
Di 1
0 D0
2 V 2 S
2
subsonic , Emax const
Dmin W / Emax const(unchanged with height)
2) High Speed
H , , D0 ~ M slope rate
H , Di ,
D ~ M the slope rate of the curve
T
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4) Total thrust required in Envelope
Low Speed：Di is dominant
high speed and below the absolute ceilling：D0 is dominant
near the absolute ceilling ：Di ( D0 Di )
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5) Maximum Velocity and minimum Velocity
Find Vmax and Vmin by thrust-available and thrust-required
curves.
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Ø Analytical Solutions for subsonic Jet Aircraft
Assuming
H H give , Ta (V ) cont
We have
1 kW 2 1 kW 2
T C D 0 V S
2
(C D 0 V S
2
T) V 2 0
2 1 2 1
V 2 S V 2 S
2 2
Obtain the formula where
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Two solutions
using the nondimensional form of equations
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equation Transform to
T D W sin 0
or
equation Transform to
L W cos 0
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Then
When z=1, then
u max umin
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6) Level Flight Envelope
The schematic variation of Vmax and Vmin
with altitude.
Hmax :
Absolute Ceiling
At a certain
altitude ,the two
solutions merge
together, and
we have only
one level flight
solution.
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At absolute ceiling and
u max umin
Note that the absolute ceiling is also the altitude
where the thrust-available curve is tangential to t
he thrust-required (drag) curve. In other words,
at absolute ceiling, the thrust available has dropp
ed so much that the level flight is possible only at
one speed. This speed happens to be the speed at
which the drag is minimum. Beyond the absolute
ceiling, steady level flight is not possible
because thrust available is not sufficient to balan
ce the aerodynamic drag.
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Allowed Level Flight Envelope
In the envelope, the airplane can do steady level flight,
climb/glide, accelerate/decelerate . On the envelope, it can keep
steady level flight only.
Allowed flight enveolope H H
max.a
Mamax
More constrains should be
considered when construct
the envelope, as structure
constrains (aeroelastic),
engine constrains (inlet), qmax
control constrains (control Ma
efficiency) …
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7) Summary
ØMaximum Velocity Vmax ( Mmax )
T T 2 4 AB
Vmax
2A
H=cont
TR(D)
Ta
Right intersection of the
curve T ～M and D ～M
Mamax Ma
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subsoni transon superso
T
H c ic nic
H增加
11km
Ma Mamax
Ta drop
Analysis for supersonic airplanes
1 2Ta
Ta TR C D V 2 S Vmax
2 CD S
Ta H 11km , c , M , C D C D 0
H H 11km , c const , C D 0 const ,C Di
C
D
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ØMinimum Velocity Vmin ( Mmin )
T T 2 4 AB
Vmax
2A
T, D H inscrease
Left intersection of the
curve T ～M and D ～M
Ma
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However, we should also consider the limit of
the stalling velocity.
if Vmin Vstall , then C L C L max
the level flight solution Vmin has no physical s
ignificance, and Vstall effectively becomes the
low-speed solution.
Vmin max{Vstall, Vmin.T }
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H
Depend
on Ta
Depend on
CLmax
Vmin
in low altitude, Vmin is mainly depend on C Lmax
in high alitdue, Vmin is mainly depend on t he relationship of Ta =T r
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Throttle to keep level flight and two envelope region
II I
Normal control/ Abnormal control I
II
Stable/Unstable
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