Aerospace Engine/Vehicle Performance
AE-3310 Lect.8
Dr. Omer Almatbagi
Room: Batiment 2,B - 301 ter
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POWER REQUIRED
Consider a force F acting on an object moving with velocity V.
Both F and V are vectors and may have different directions.
At some instant, the object is located at a position given by the position
vector r.
Over a time increment dt, the object is displaced through the vector dr.
The work done on the object by the force F acting through the
displacement dr is F · dr.
Power is the time rate of doing work, or
Displacement
vector
position
vector
Power required, PR , Since both T and Vꝏ are horizontal, the dot
product in Eq. (5.51) gives for the power required,
For some aspects of airplane performance, power rather than thrust is
more relevant.
A graphical plot of PR versus Vꝏ for a given airplane at a given altitude
is called the power required curve.
The power required curve is easily obtained by multiplying thrust
required by velocity.
PR α CD/CL3/2
and Inversely proportional
PR α CL3/2 / CD
Hence, min power required occurs when the airplane is flying at (CL3/2 / CD) max.
In tum, all the characteristics of (CL3/2 / CD) max hold for minimum PR.
PA, is the power provided by the power plant of the airplane.
The maximum power available compared with the power required
allows the calculation of the maximum velocity of the airplane.
There are some aspects of airplane performance, rate of climb, for
example, that depend more fundamentally on power than on thrust.
Propellers are driven by reciprocating piston engines or by gas
turbines (turboprop).
The engines in both cases are rated in terms of power.
Hence, power available is much more relevant than thrust available.
Power available for a propeller/reciprocating engine combination is:
where ηpr is the propeller efficiency and P is the shaft power from the
reciprocating engine.
The velocity and altitude effects on P for a piston engine:
1. P is reasonably constant with Vꝏ.
2. Altitude effects,
Considering the temperature effect,
Turboprop:
where Pes is the equivalent shaft power.
Velocity and altitude effects on PA for a turboprop are as follows:
1. Power available PA is reasonably constant with Vꝏ (or Mꝏ).
2. The altitude effect is approximated by:
Turbojet and turbofan engines are rated in terms of thrust. Hence, to
calculate the power available,
Turbojet engine:
• At subsonic speeds, TA is essentially constant.
• Hence PA is directly proportional to Vꝏ.
• For supersonic speeds,
• In this case, PA for supersonic speeds is a nonlinear function of Vꝏ.
• The effect of altitude on PA
Turbofan engines,
1. The Mach number variation of thrust is given as,
Power available is then obtained from PA = TA Vꝏ .
The altitude variation for turbofan thrust is approximated by:
Hence the variation of PA with altitude is the same as given for TA ,
Consider a propeller-
driven airplane.
The power available PA
is essentially constant
with velocity.
The intersection of the
maximum PA curve and
the PR curve defines the
maximum velocity for
straight and level flight.
• Consider a jet-propelled airplane.
• Assuming TA is constant with velocity, the PA at subsonic speeds varies
linearly with Vꝏ.
• The high-speed intersection of the (PA)max curve and the PR curve
defines the maximum velocity for straight and level flight.
A drag polar used, did not account for the large drag rise near Mach
1; rather,
a conventional, subsonic drag polar was used for simplicity. The drag
polar used in the previous examples applies only below the drag
divergence Mach number.
• Here, we examine the effect of including the
large transonic drag rise on our estimation
of maximum velocity for the airplane.
1. Construct a normalized slope of the drag
curve in the drag-divergence region starting
at the MDD point.
2. Find the drag-divergence velocity
3. Modify the curve to account for
drag-divergence effects starts VDD.
4. Above this velocity, the drag is
assumed to follow a sharp, linear
increase with a slope given by the
normalized value
✓ The maximum velocity of the
airplane is obtained by the
intersection of the maximum
thrust available curve with the
drag (i.e., thrust required) curve.
Raymer Alternate Method
Raymer has an alternate method for the estimation of the drag coefficient
in the drag-divergence region for a generic airplane configuration.
Raymer's suggested procedure:
1. An estimation of zero-lift wave drag coefficient, C D,w,0 at or above
Mꝏ = 1.2 can be obtained by:
• Λ is the sweep angle of the wing leading edge,
• EWD is an empirical wave drag efficiency factor, and
• (CD,w,o)sears-Haack is the theoretical wave drag coefficient at zero-lift for
the min. drag Sears-Haack body of revolution, where,
• S is the wing area,
• Amax is the maximum cross-sectional area, and
• l is the longitudinal dimension of the body.
The Sears–Haack body is the
shape with the lowest
theoretical wave drag in
supersonic flow, for a given
body length and given
volume.
1. Following Raymer's procedure,
calculate, CD.w,o at Mꝏ = 1.2. This
value is denoted by point A.
2. The drag coefficient at Mꝏ = 1.05,
denoted by point B is assumed to be
equal to that at Mꝏ = 1.2.
3. The drag rise at Mꝏ = 1.0 is
assumed to be about 1/2 that at Mꝏ
= 1.05. This is denoted by point C on
which is located vertically halfway
between points B and E.
Point E is the drag coefficient at
the critical Mach number; the drag
coefficient at point E is the
conventional subsonic value of
CD,o before the drag rise sets in.
4. Point D denotes the zero-lift
drag coefficient at the MDD.
It is assumed that the difference
in drag coefficients between
points D and E is about 0.002.
Note that in the stall region, CL does not go
to zero.
Indeed, at angles of attack well beyond the
stall, CL recovers and exceed the value given
by the local maximum at point 1.
However, the drag becomes prohibitive in the
stall region, so a 2nd local max of CL at high
angle of attack is of academic interest only.
(CL)max used in an airplane performance
analysis is that given by the 1st local
maximum, namely, at point 1.
• VstalI depends on altitude (via pꝏ), wing loading W/S, and maximum
lift coefficient (CLmax ).
• The VstalI is one of its most important performance characteristics.
• The take-off and landing speeds are slightly higher than Vstall·
• Everything else being equal, it is advantageous to have a
reasonably low value of Vstall·
If the natural value of
CLmax for an airplane is
not high enough for
safe take-off and
landing, it can be
increased by
mechanical high-lift
devices.
1. When the flap is deflected downward the effective camber of
the airfoil is increased.
2. A more highly cambered airfoil has a more negative zero-lift
angle of attack.
3. If a line is drawn from the TE of the flap through the airfoil LE
and this line is treated as a "virtual" chord line, then the flapped
airfoil is at a "virtual" angle of attack which is larger than α.
4. That is, αflapped airfoil appears > αunflapped airfoil.
See Figure. 5.30: (c)
Extended flap increases the lift slope