UNIT 3

Level flight Performance

Most of the methods that are available for determining full throttle performance under
standard conditions are not readily useable for determining airplane drag
coefficients. PIW-VIW method is derived by making the power required curve a
single curve good for all densities and airplane weight.. To accomplish this the
assumptions to be made are that at a given angle of attack, the CL and CD are
constant. Assuming the angle of attack is the same for two different condition of
weight and altitude, we get

WS / WT= LS /LT = ½ ρSL σs VS2 S CL / ½ ρSL σTVT2 S CL

s “ = standard conditions and “ t “ is for test conditions

Cancelling like terms and solving for the standard airspeed “ Vs” which is called as
VIW and replacing the true airspeed Vt and sqrt ( σ ) withEquivalent airspeed Ve we
have

VIW = Ve / √ ( WT/ WS)

At low speeds, the equivalent speed can be replaced by calibrated air speed.

The Power term PIW can be determined by assuming that drag coefficient is
constant at the angle of attack and using a similar mathematical approach

THPs/ THPT = VS/550( CD ½ ρSL σs VS2 S) / VT /550 ( CD / ½ ρSL σTVT2 S )

Where THP – thrust horse power and subscript are as explained above.

Cancelling like terms THPs = THPT (Ws/WT)3/2 σT 1/2

Assuming constant propeller efficiency and replacing THP with BHP we have

PIW = BHPT √ (σT ) / (WT/Ws) 3/2

Plotting PIW Vs VIW provides one curve good for all densities and aircraft weight.

Reduction of Observed data:

The data reduction methods for propeller driven airplanes can be divided into

 those for constant speed propeller driven planes , the PIW vs VIW method is
used for data reduction

[Link] first thing to do is find the equivalent speed Ve ( calibrated speed also
can be used) and the BHP at the test point
2. Determine the test density ratio σ= δ/θ, ie. Pressure ratio/ temperature
ratio
3. Determine the weight ratio WT/Ws;
4. Determine PIW and VIW by the above formula and plot
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 those for fixed pitch propeller driven planes, the change in rpm with change in
power is so great that the propeller efficiency cannot be considered as
constant. The propeller efficiency is corrected for rpm for the density and
weight in a similar manner used for PIW and VIW term is called NIW

NIW = rpm1 √ σT / √ WT/WS)

Level flight Performance of Jet aircraft in level flight L=W = ½ ρV t2S CL, If Vt = Ma
and a= sqrt ( γPa / ρ ); then

V t 2 = M2 γ Pa/ ρ;

where M= Mach No., Pa = Ambient pressure

γ = specific heat ratio for air and a= speed of sound

By substituting the this value of Vt we get

W = SCL M2 γ Pa/2

Introducing pressure ration δ = Pa/PSL we have

W = S CL M2 γ δPSL /2; by rearranging CL = 2 (W/ δ ) / γ PSL M2 S

For a given aircraft and set conditions γ , PSL and S are constants Hence

CL = f ( W/ δ , M)

Similarly we get CD = f ( D/ δ , M)

But Cd is a function of CL ( CD= Cd0 + kCL2) Hence we can write

CD= f ( W/ δ , M)

Or D/ δ = f( CD, M) = f( W/ δ , M) This is s functional relationship for drag which

The variables that affect the engine thrust are Velocity (V) Temperature (T),
Pressure (p) Engine speed (N) and engine size (D). Buckingham theorem says

FN/ δ = f (M,N/√ θ) where θ is the temp ratio

Similarly we can write Q√ θ / δ = f (M, N/√ θ) where Q is the mass flow of

In level flight Thrust is equal to drag and hence we get

f(M, N/√ θ) = f( W/ δ , M) from this we get

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M = f(W/ δ, N/√ θ) . by keeping W /δ constant by varying test altitude as weight

Thus if the engine thrust characteristics are known, the level flight data can be
converted to values of CD and CL for the construction of airplane drag polar. Thus the
performance of the aircraft.

The DATA REDUCTION for jet engine depends on the type of jet engine and the
way it is instrumented. For example a turbo jet engine aircraft is handled differently
than the data from a turbofan [Link] pressure ratio is recorded, the approach will
be different.

Propeller Range : Distance travelled = Velocity x time

ds = VT dt and fuel consumed dW = cP dt where c is the specific fuel consumption of

Combing we get ds= (-) VT. dW/ cP

There fore range R = ( VT/ cP) dW; P = DVT / ηp and L=W

Hence R = ( ηp /c ) (L/D) dW/W

JET Engine Range:

Similarly dW = Ct T dT

ds = VT dW/Ct T

R= (VT / Ct T) (dW/T)

For level flight T=D = W CD/CL and VT = sqrt ( 2W/ρCLS)

R = sqrt ( 2/ρS ) x (1/Ct)x sqrt( CL)/CD x dW/sqrt (W)

In Brequet equation,CL,CD,S, & ρ are taken as constant Hence

( √ W 1−√ W 2 ) Range is max when √CL is max.

ENDURANCE

For propeller airacrft

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Climb Performance Test Methods:

Steady Climbs: The steady climb method, also called as saw tooth climbs require
considerable flight test time to complete. A series of climbs of 3 to 5 minutes duration
are performed at various speeds and altitudes, two flights at the same airspeed and
altitude from opposite direction to cancel the wind gradient. An average curve is
drawn between the data of opposite direction climbs and the slope is taken at the
test altitude in question to determine the rate of climb dH/dt at that altitude for that
airspeed.

This process is repeated for each airspeed and altitude and the resultant rate of
climb vs airspeed is plotted. By drawing tangent to the top of each curve, a plot of
best rate of climb speed Vy Vs altitude can be determined.

Draw the graph page 130,131

Reduction methods for steady climb:

There are 1) PIW-CIW method 2) Density altitude method

3) Equivalent altitude method 4) Dimensionless method

In PIW-CIW, getting the values of PIW and CIW a plot is made. The plot
gives the max rate of climb at sea level, This can be expanded to non- standard
condition.

The reduction scheme for the density altitude uses density altitude as
parameter, the plot is density altitude Vs rate of climb.

The data reduction for the equivalent altitude method needs a plot between
equivalent altitude vs rate of climb.

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Dimensionless method of climb plotting may be used for both propeller and jet
aircraft, however it is more frequently used with jet airplane

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The total standard landing distance can then be expressed as

S50 = SgT ( σT/σS) + ( Sa0 + VW t )