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to Performance
AE 1350
Performance: A measure of how well a device does its job
Change in Velocity ΔV
Landed Mass
Landing Accuracy
How is Aerospace Vehicle Performance Calculated?
Mathematical Modeling
• Computational Fluid Dynamics
• Classical aero/propulsive/mass analyses
Ground Testing
• Wind tunnel testing
• Static engine testing
Flight Testing
Airplane Performance
General Approach
Models
Equations of Motion Aerodynamic, Propulsive
F = ma Gravity, Atmospheric,
Other
Performance
Airplane Performance
Aerodynamic Models
The lift, L, and drag, D, of the airplane can be calculated from:
1 1
L = ρV 2 SC L D = ρV 2 SC D
2 2
Where:
C D = C D0 + KC L2
CL,Max
Airplane Performance
Propulsion Models
=
(weight of fuel consumed for a given time increment)
(thrust output) • (time increment)
w& fuel
=
T
In this lecture we will treat ct as a constant
At subsonic speeds ct is constant;
It does not vary much with velocity or altitude
Steady Level Flight
By definition, lift is perpendicular to the
wing and V
By definition drag is parallel to V
No acceleration (steady), V = constant
Wings level
Horizontal flight (no climb/descent)
Usually the magnitude of L and W are greater than D and T
2W
V=
ρSC L
2W
Vstall =
ρSC L,Max
Stall Speed
2W
Vstall =
ρSC L,Max
TMax
Airplane at Specific:
Altitude
Weight D = TMax
VMax
V
Maximum Speed
To determine the maximum speed of a turbojet airplane we
start with the equation of motion:
T =D
But we agreed to model the thrust as:
⎛ ρ ⎞
T=TMax = TMax0 ⎜⎜ ⎟⎟
⎝ ρ0 ⎠
and determine drag from:
1
D = ρV 2 SC D
2
Substituting these equations into the first one gives us:
⎛ ρ ⎞ 1
TMax0 ⎜⎜ ⎟⎟ = ρV 2 SC D
⎝ ρ0 ⎠ 2
Maximum Speed
We also agreed to a drag polar model for CD of the form:
C D = C D0 + KC L2
This equation has CL in it… Let’s see if we can get rid of it
by writing CL in terms of V. From our other equation of
motion we already know that:
1
L = ρV 2 SC L = W
2
Solving this equation for CL gives us:
2W
CL =
ρV 2 S
Substituting this equation for CL into our polar model yields:
Maximum Speed
4W 2
C D = C D0 + K
(ρV S )
2 2
⎛ ρ ⎞ 1 2 KW 2
TMax0 ⎜⎜ ⎟⎟ = ρV 2 SC D.0 +
ρ
⎝ 0⎠ 2 ρ V 2
S
⎡1 ⎤ 4 ⎡ ⎛ ρ ⎞⎤ 2 2KW 2
⎢⎣ 2 ρSC D0 ⎥⎦V − ⎢TMax0 ⎜⎜ ρ ⎟⎟⎥V + ρS = 0
⎣ ⎝ 0 ⎠⎦
⎡1 ⎤ ⎡ ⎛ ρ ⎞⎤ ⎡ 2 KW 2 ⎤
a = ⎢ ρSC D0 ⎥ b = ⎢-TMax0 ⎜⎜ ⎟⎟⎥ c=⎢ ⎥
⎣2 ⎦ ⎣ ⎝ ρ0 ⎠⎦ ⎣ ρS ⎦
Maximum Speed
This quadratic equation has a solution of the form:
− b ± b 2 − 4ac
V =
2
2a
I leave it up to you to complete the gory algebra to show
that:
2
⎛ ρ ⎞ ⎛ ρ ⎞
TMax0 ⎜⎜ ⎟⎟ ± TMax0 ⎜⎜ ⎟⎟ − 4C D0 KW 2
2
⎝ ρ0 ⎠ ⎝ ρ0 ⎠
V=
ρSC D0
⎝ ρ0 ⎠ ⎝ ρ0 ⎠
VMax =
ρSC D0
T - D - W sinθ = 0
T V = PA = Power Available
D V = PR = Power Required
Thus,
Power Available − Power Required Excess Power
ROC = =
W W
Graphics source: Anderson, Aircraft Performance and Design
Rate of Climb
P
PA
Excess
Power
PR
ROCMax
θMax
H(ROCMax)
H(θMax)
During Cruise
W = W1 + Wf
Time
Range
(Distance Covered)
T=D
L=W
W0 W0
V L dW 1 2 C1L 2 dW
R = ∫ = ∫
W1 c t D W W1 c t ρS CD W
1 2 W0
1 2 C dW
R =
ct ρS CD
L
∫ W
W1
2 C1L 2
( 1 )
2
R = W 12
− W 12
ρS CD
0
ct
2 C1L 2
( 1 )
2
R = W 12
− W 12
ρS CD
0
ct
ηpr CL W0
R = ln
c CD W1
Where,
ηpr is the propeller efficiency
c is the power specific fuel consumption