(Aerodynamics II, Internal Test II Jan-June 2011)

HINDUSTAN INSTITUTE OF TECHNOLOGY

& SCIENCE
AERODYNAMICS II (AE1604) M.E.-2(AERO)
Internal Test II
Answer all the questions and dont mix-up Part-A with other answers.

Only non-programmable calculator is allowed

Part A
(Marks: 5 x 2 = 10)
1. Draw the side view of an aero plane in SSLF condition and show all the loads acting on it.
2. Define landing by taking about is three phases.
3. Write ROC at service ceiling as per DGCA specification for jet and PE aircraft.
4. Explain why short range planes have low cruise altitudes.
5. Give equation and explain why during summer days, take off run of the aircraft increases.

Part B (solve any two of the following four questions)

1. Define Load Factor. Write the phases during which its values are more than unity.

2+2

Derive the relation for gust load factor. Find the value of gust load factor for the aircraft if
the particulars given are as Air density = 1.1 kg/m3, speed = 78 m/sec, weight = 400, 000 N,
wing area = 125 m2, lift curve slope = 0.08 per deg., gust velocity = 28 m/sec and gust
elevation factor = 0.9
8+4
2. Explain pull up manoeuvre by drawing proper diagram. Explain the problem which occurs
during severe pull up manoeuvre.
3+3
Derive the relation of turn radius and turn rate in a pull up manoeuvre and find the maximum
load factor when a 50,000 N aircraft while flying at 300 m/sec, in SSLF is suddenly pulled
into a pull up manoeuvre of the radius 150 m.
6+4
3. Draw a typical situation of the aircraft during climbing by showing all the forces acting on
the aircraft. Also write the equilibrium equations in this situation.
2+2
Derive the condition for maximum ROC and maximum climb angle.

6+6
PTO

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(Aerodynamics II, Internal Test II Jan-June 2011)

4. Draw a typical situation of the airplane in gliding flight. Write its equilibrium equations by
showing all the loads acting on it in this condition.
2+2
Derive the condition for minimum ROS and minimum glide angle.

6+6

Part C (solve one of the following two questions)

1. An aircraft is taking a level turn at the speed of 180 m/sec, its weight is 80,000 N and the
maximum load factor it can withstand is 4.25. Calculate the turn radius in can go for. Also
calculate the bank angle in this situation.

4+4

2. An aircraft is flying at an altitude of 11 km. The speed of the aircraft is 120 m/s, wing area is
50 m2, weight is 80,000 N, drag polar is 0.02 + 0.045 CL2. Find the power required to climb
at a rate of climb of 2 m/sec.
8

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(Aerodynamics II, Internal Test II Jan-June 2011)

Solutions:
Part A
1. The forces acting on the airplane during SSLF are:

2. Aircraft lands in three phases.

a. First it glides to approach the runway and when it comes at an altitude of 11 m,
landing distance starts counting.
b. When it comes near ground it goes in the transition phase and rotates on a circular
path to come out of the gliding phase.
c. After transition it touches the ground and then runs for a while to stop on the ground.
This phase is called ground roll phase or ground run phase.
3. The rate of climb at the service ceiling, as per the DGCA specification is as follows:
a. Piston engine Propeller combination:
m/s
b. Jet engine aircraft:
m/s
4. Short range aircraft have low cruise altitude because they dont have sufficient time to climb
to the high cruise altitudes and then descend near the destination. Normally it is expected to
have high cruise altitude but low range aircraft, if they go for high cruise altitude, by the time
they finish their climbing there will be time to descend. So they are designed to have low
cruise altitudes.
5. Take-off distance in ground roll phase is given by the relation below:

) ]

During hot summer days, when the density is low, as per the ground roll equation given
above, the ground roll distance increases.
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Part B
1. Load factor is defined by the ratio of lift generated by the wing and weight of the aircraft
itself. So load factor by definition is:

The value of load factor is more than one during manoeuvre of the flight.
a. Level Turn
b. Pull up
c. Pull down
d. Flying in the up gust area
When an aircraft flies, its load factor during the SSLF is unity. i.e. lift generated is equal to
weight.

The moment it comes in the gust load area (rain cloud), it start facing a wind velocity,
upward or downward. This increases or decreases the effective angle of attack of the aircraft
and hence the lift. This affects its load factor as well.
(

)
(

It is a linear variation.

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On plotting this will look like:

2. During pull up manoeuvre, aircraft suddenly pulled up and then apart from aerodynamic lift,
a centrifugal force too starts working. Introduction of this this new force alters the load
factor available at that moment.

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It is clear that here load factor is more than one and depends upon the speed and the radius of
the loop. If the pilot goes for a severe turn (high , low ) then n will go high and will
create some problem for the pilot as well as aircraft structure.
When severe action is taken during pull up manoeuvre, the high positive load factor starts
working at the human body. Pilots blood runs towards his leg with high pressure, leg
becomes heavy to operate, and there is a scarcity of blood in the pilots brain. This leads to a
problem called Black Out and for a couple of seconds, pilot sees only dark screen and loses
the control over the aircraft. This situation must be avoided to avoid any accident.
From the above relation:

And turn rate:

(
Also:

Value is unreasonable but thats the answer.

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3. A typical situation for the aircraft in climbing and the forces acting in this state is as shown
in the picture below:

The equilibrium equation in this case is:

Maximum Climb Angle:

From the above equations of equilibrium:

If climb angle is small, then:

(

So:

It is obvious that climb angle will be maximum when drag is minimum. Also we know that:
(

Now the drag polar:

Above is the required condition for the maximum climb angle.

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(Aerodynamics II, Internal Test II Jan-June 2011)

Maximum ROC:

From the velocity triangle it is clear that:

So the maximum rate of climb corresponds to the power requirement minimum. We know
that power required is proportional to lift to drag ratio as below:
(

Again from the drag polar:

So above is the condition for the maximum rate of climb.

4. A typical situation of a plane in gliding condition is as shown in the picture.

The equilibrium equations in this case will be:

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(Aerodynamics II, Internal Test II Jan-June 2011)

Normally we have power off gliding. In the case of power off gliding:

Minimum Glide Angle:

From the above equations, we can write that:

For the smaller glide angle:

(
(

Now the drag polar:

Above is the required condition for the minimum glide angle.

Minimum ROS:

Form the velocity triangle,

So the rate of sink minimum corresponds to power required minimum. And we know that
power required is directly proportional to drag to lift ratio as below:

Again from the drag polar:

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(Aerodynamics II, Internal Test II Jan-June 2011)

So above is the condition for the minimum rate of glide.

Part C
1. During level turn the situation of the aircraft and the loads acting on it are as shown
in the picture.

Given:

Turn radius in the case of level turn is given by:

Also the bank angle

(

will be given by:

)

(
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(Aerodynamics II, Internal Test II Jan-June 2011)

2. Given:

Solution:

This is the power required to cruise at SSLF. For climbing there will be extra power
require.

So total power required for climbing is:

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