Chapter 6

Chapter 6
Aero Vehicle Performance

Accelerated Performance
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CONTENTS
PART I: Turning
Level turn
Minimum turn radius
Maximum turn rate
Pull-up maneuver
Pull down maneuver
The V-n diagram
PART II: Energy concepts: Accelerated rate of climb

PART III: Takeoff performance
PART IV: Landing performance
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Chapter 6
(Part I)
Turning Performance
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EOM FOR TURNING
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EOM for Flight in a Vertical Plane
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TURNING PERFORMANCE
LEVEL TURN
H PLANE
Climb angle zero
AC banked
Alt constant
WE ARE USING ANGLE
You will note in the front view of the aircraft that the plane is rolled away from the
horizontal and vertical planes by the angle discussed earlier. The lift vector L
acting on the aircraft is also rolled by that same angle such that it no longer directly
opposes the plane's weight. Now observe the following diagram.
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In both cases, the aircraft is rolled to the same bank angle. In the first case, however,
the vertical component of lift is less than the weight. Because of this inequality, the
greater force imparted by the weight will pull the aircraft downward and it does not
maintain the same altitude. The pilot can overcome this behavior by pulling the stick
back to increase the lift of the plane and maintain the same altitude. It is for this
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reason that we refer to the maneuver asIZHAR
a level
turn, since the aircraft is banked into
turning motion but maintains the same altitude.
Level turn
AC put in a bank . Finite radius of turn r2 (R)

Curved path is in horizontal plane parallel to ground.
Altitude remains constant.
Climb angle is zero. Thus r1 is infinity. No acceleration in
vertical plane
Thrust is parallel with drag thus is zero
Velocity is constant
Stick is pulled back to maintain constant altitude
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EOM for Flight in a Vertical Plane
Applying Newtons 2nd law in the flight path

direction, gives
dV
m T cos D W sin
[4.5]
dt
Similarly, in the direction perpendicular to the
flight path, we have
F L cos T sin cos W cos

V2
a
r1
where r1 is the radius of curvature of the flight

path
Again, applying Newtons 2nd law in the perpendicular direction, gives
V2
m
L cos T sin cos W cos
r1
!__________ [4.6]
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EOM in horizontal plane

2
V cos
m
r2
L sin T sin sin

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EOM for level turn
General EOM in flight path direction is

m
dV
T cos D W sin
dt
For level turn with constant velocity and & zero it reduces to
T= D
General EOM in the perpendicular to flight path direction is
V2
m
r1
With as zero r1 becomes infinity. Thus equation in this case reduces to
L cos = W
L = W / cos
6.1
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EOM for level turn
EOM in horizontal plane

2
V cos
m
r2
L sin T sin sin
Reduces to
2
V
m L sin (6.2)
r2
with r2 replaced
by R
V
m L sin (6.3)
R
Component of lift balances the centrifugal force
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EOM for level turn
Three equations reduce to

T=D
L cos = W
L = W / cos
6.1
with r2 replaced
by R
V
m L sin (6.3)
R
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EOM for level turn
Look at equation 6.1
L cos = W
L = W / cos
6.1
Thus in turning lift requirement is increased as bank angle

increases and at
= 90 degrees , L requirement is infinity.
Hence sustained 90 degrees turn is not possible
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LEVEL TURN
Performance characteristics of interest
Turn radius R
to be minimum
Turn rate: which is the angular velocity
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to be maximum
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TURN RADIUS
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TURN RADIUS
LOAD FACTOR: It is defined as the lift to drag ratio
n = L/W
The load factor describes how many g's act on an aircraft in
any given maneuver. For example, a plane with a total lift
five times greater than its weight experiences a load factor
of 5 g's. In more physical terms, we often refer to the load
factor as "apparent weight." In other words, a pilot pulling 5
g's feels like he weighs five times more than normal
because of the additional force acting on his body.
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TURN RADIUS
LOAD FACTOR: It is defined as
n = L/W
n=5 means lift requirement is 5xW
From equation L cos = W

(6.1)
1
W
1
cos L L
n
W
L
n
With
1
Arc cos
n
We get
Thus bank angle depends upon load factor for
maximum bank angle
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TURN RADIUS
In eq 6.3 replace m = W/g and
solve for R
V 2
m
L sin
R
mV 2 W V 2
V 2
R
6.7
L sin L g sin gn sin
We know
cos
1
n
cos 2 sin 2 1
2
1
2
sin 1
n
sin 1
1 1 2
n 1
2
n
n
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6.8
Putting 6.8 in 6.7

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TURN RADIUS
R
V 2
g n 1
2
(6.9)
Minimum Turn Radius

THUS TO HAVE SMALLEST POSSIBLE RADIUS OF TURN FLY AT
Highest possible value of n
Lowest possible velocity at which corresponding n can be
sustained
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Angular Velocity
We know
d V
dt
R
Replacing R from eq 6.9

g n2 1
(6.11)
V
To have largest possible turn rate we want

Highest possible load factor
Lowest possible velocity
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Load Factor
D 12 V 2S (CD, 0 KC 2 L)
T D
L nW 12 V 2SCL
CL
2nW
2
V S
1
2nW
2
T V S CD , 0 K

2
2
V T
n
K
(
W
/
S
)
W
1/2
V 2
CD , 0
W / S
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Max Load Factor

12 V 2 T
n
K
(
W
/
S
)
W
1/2
CD , 0
1
2
V
2
W / S
Eq 6.17
1/2
12 V 2 T
1
CD , 0
2
nmax
K
(
W
/
S
)
W
2
W
/
S
max
Eq 6.18
It can have values 1 n nmax

THUS TO HAVE max LF
Fly at Max trust available
In addition design parameters and
altitude matter
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The Max Load Factor
We know
n
L L D L T
W DW DW
Max value at a given L/D

nmax
Max of max at max L/D
LT

D W max
L T
nM
D max W max
Eq 6.21
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Low velocity Limit on max value of n

n
L 1
S
V2CL
W 2
W
At stalling speed CL is max
Max bank angle will be
nCL
max
1
2 (CL ) max
V
2
W /S
Eq 6.23
1
cos max nmax
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Low velocity limit on max n

L nW 12 V 2SCL
2 nW
SCL
At stalling speed CL is max

Stalling speed is given as
Vstall
2 W
n
S ( CL )max
Eq 6.25
thus Vstall n 2
Thus as n stall speed also

Velocity cant be less than stall velocity
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Max Bank Angle

Max bank angle will be
1
cos max nmax
Instantaneous 90 degree bank possible

Sustained 90 degree bank not possible as it will require
n = infinity or lift required will be infinity
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nmax Values
We studied three nmax values

One by equation 6.18
1/2
Two by equation 6.21
1
2
1
CD , 0
2 V T
2
nmax
W / S
K (W / S ) W max 2
L T
nM
D max W max
Three by equation 6.23
nCL
max
1
2 (CL ) max
V
2
W /S
And corresponding max bank angle

1
cos max nmax
This all information is presented graphically on next slide

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Constraints on Max Value of n

1/2
Left of point A eq
6.18 is not applicable
rather eq6.23 is
applicable
Right of point A
max value of n is
limited by thrust
and on left it is
limited by stall
1 V 2 T
1
CD , 0
2
nmax 2
V
W / S
K (W / S ) W max 2
1
cos max nmax
Vstall
2 W
S ( CL )max
Point B
correspond to n max
of max at L/D)max.
on left of B lift
dependent drag and
on right zero lift drag
is dominant
Far right point

is limited by
excess power
to attain max
velocity with
n=1
We will discuss
point C and D
with example
6.1
This graph
applicable for
one altitude
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MINIMUM RADIUS OF TURN
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We know
V 2
g n 1
2
(6.9)
Which can be written as
For min value differentiate and equate it to zero
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12 V 2 T
n
K (W / S ) W
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1/2
1

2
CD , 0
V
W / S
2
Chapter 6 PART 2
38

Load factor corresponding to this velocity is obtained by putting eq
6.30 in eq 6.28
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EXAMPLE 6.1
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Constraints on Max Value of n Point B correspond

Left of point A eq 6.18 is
not applicable rather
eq6.23 is applicable
1/2
V T
1
CD , 0
2
nmax
V
W / S
K (W / S ) W max 2
1
Point D is theoretical
max turn rate point. Max
posible turn rate is at
point A
1
cos max nmax
Right of point A max

value of n is limited by
thrust and on left it is
limited by stall
Point C for
theoretical min R is
below stall. Point A
is min R possible
to n max of max at
L/D)max.
on left of b lift
dependent drag is
dominant and on
right zero lift drag is
dominant
Vstall
2 W
n
S ( CL )max
This graph
applicable for
one altitude
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Far right point

is limited by
excess power
to attain max
velocity with
n=1
42
EXAMPLE 6.1
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Turn Rate or Angular Velocity

We know
d V
dt
R
Replacing R from eq 6.9

g n2 1
(6.11)
V
To have largest possible turn rate we want

Highest possible load factor
Lowest possible velocity
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MAXIMUM TRURN RATE

By following the same procedure as for Minimum radius it can
be shown that
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EXAMPLE 6.2
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EXAMPLE 6.2
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Coordinated level turn
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This very photogenic biplane

was flown by Greg Shelton with
Ashley Battles as the wingwalker, going through a pretty
hair-raising sequence of climbs,
barrel rolls and
hammerheads. Apparently
Ashley is a pilot herself, maybe
that makes it a bit easier to put
yourself through maneuvers like
this.
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PULL-UP MANEUVER
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PULL-UP MANEUVER
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Chapter 6 Figure
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EOM for PULL-UP
General EOM in the perpendicular to flight path direction is

V2
m
r1
With and as zero and r1 replaced by R we have

V2
m
L W cos
R
Instantaneous pull up is initiated from straight and level flight
L=W
with = 0 thus we get
V2
m
L W
R
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PULL-UP
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Pull Down
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EOM for PULL-for pull down
From the figure

V2
m
L W
R
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PULL DOWN
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62
63
Chapter 5 - PART A
64
65
V-n DIAGRAM
Limitations;
Aerodynamic
Structural ( For +ive and -ive load factor )
Limit Load Factor: Permanent deformation of structure
Ultimate Load Factor: Failure/Breakage of strucrure
Dynamic Pressure Limit: In dive etc. Around 1.2 times Vmax in

level flight
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V-nDIAGRAM
V*
2nmax W
(CL )max S
Corner velocity
nCL
max
1
2 (CL ) max
V
2
W /S
Dynamic
Pressure Limit
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DESIGN LOAD FACTORS
Excessive load factors must be avoided because of the possibility of exceeding the
structural strength of the aircraft.
Aviation authorities specify the load factor limits within which different classes of
aircraft are required to operate without damage. For example, the US Federal
Aviation Regulations prescribe the following limits (for the most restrictive case):
For commercial transport airplanes, from -1 to +2.5 (or up to +3.8 depending on design
takeoff weight)
For light airplanes, from -1.5 to +3.8
For aerobatic airplanes, from -3 to +6
For helicopters, from -1 to +3.5
However, many aircraft types, in particular aerobatic airplanes, are designed so

that they can tolerate load factors much higher than the minimum required. For
example, the Sukhoi Su-26 family have load factors limits of -10 to +12.
The maximum load factors, both positive and negative, applicable to an aircraft are
usually specified in the pilot's operating handbook.
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SU 26, 29, 31
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SU 31
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31
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The main features of the new aeroplane were:

high power-to-weight ratio achieved through a rugged design, the weight of the airframe
being kept down to a minimum;
special aerodynamic symmetric-profile wing configuration to enable superior piloting
performance;
a robust airframe structure capable of sustaining +12/-10 G loads;
extensive use of composite materials in the design;
ergonomic cockpit configuration.
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SU 26 VS 31
SU 26 General characteristics
Crew: 1
Length: 6.83 m (22 ft 5 in)
Wingspan: 7.80 m (25 ft 7 in)
Height: 2.89 m (9 ft 6 in)
Wing area: 11.83 m (127 ft)
Empty weight: 736 kg (1,619 lb)
Max. takeoff weight: 1,206 kg (2,653 lb)
Powerplant: 1 Vedeneyev M-14P radial engine,
270 kW (360 hp)
Performance
Maximum speed: 450 km/h (281 mph)
Cruise speed: 310 km/h (193 mph)
Range: 800 km (500 mi)
Service ceiling: 4,000 m (12,120 ft)
Rate of climb: 18 m/s (3,543 ft/min)
Load factor: -10g to 12g
SU 31 General characteristics
Crew: 1
Length: 6.83 m (22.41 ft)
Wingspan: 7.80 m (25.59 ft)
Height: 2.76 m (9.06 ft)
Wing area: 11.83 m (127.34 sq ft)
Powerplant: 1 Vedeneyev M-14PF, 294 kW (400
hp)
Performance
Never exceed speed: 450 km/h (243 knots, 280
mph)
Maximum speed: 331 km/h (178 knots, 205 mph)
Stall speed: 106 km/h (57 knots, 66 mph)
Range: 1,100 km (594 nmi, 684 mi)

Roll rate: 7 rad/sec (401 deg/sec
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SU 26
General characteristics
Crew: 1
Length: 6.83 m (22 ft 5 in)
Wingspan: 7.80 m (25 ft 7 in)
Height: 2.89 m (9 ft 6 in)
Wing area: 11.83 m (127 ft)
Powerplant: 1 Vedeneyev M-14P radial
engine, 270 kW (360 hp)
Performance
Maximum speed: 450 km/h (281 mph)
Cruise speed: 310 km/h (193 mph)
Range: 800 km (500 mi)
Service ceiling: 4,000 m (12,120 ft)

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SHERDILS
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SHERDILS
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Sherdils: History
Sherdils is the aerobatics display team of the Pakistan Air Force Academy based
at the PAF Academy, Risalpur, Pakistan. The team flies K-8 Karakorum trainer
aircraft and used to fly the T-37 "Tweety Bird". Its pilots are instructors from the
PAF Academy's Basic Flying Training (BFT) Wing.
The team was officially formed on 17 August 1972 as a result of efforts by an
Academy instructor, Sqn Ldr Bahar-ul-haq.
The initial performances of the team were highly successful. The "Tweety birds"
performed at air shows for foreign dignitaries, including heads of state and military
officers.
Initially, the team had no name. It flew as Sherdils for the first time on 19
September 1974
The Sherdils have transitioned from the T-37 to the newer and more modern
Hongdu K-8 "Karakorum" trainer jointly developed with China.
The type of formation includes line astern to diamond formation during a loop,
then clover-leaf, steep turn, barrel roll and finally, the breath-taking bomb-burst.
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Cuban 8
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Chapter 6
(Part III)
ENERY CONCEPTS: ACCELERATED RATE OF CLIMB
and Specific Excess Power (PS) Plots
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CONTENTS
PART I: Turning
Level turn
Minimum turn radius
Maximum turn rate
Pull-up maneuver
Pull down maneuver
The V-n diagram

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ENERGY HEIGHT
Consider an airplane with
Mass m
Height h
Velocity V
Potential energy is (mgh)

Kinetic energy is mV2
Total aircraft energy = mgh + mV2
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ENERGY HEIGHT
Specific Energy (He): Total aircraft energy per unit
weight
mgh 1/ 2mV 2 mgh 1/ 2mV 2
He
W
mg
V 2
He h
2g
Specific energy has units of height and is called energy

height
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EXAMPLE 6.4
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Contours of Constant Energy Height

AC at Point A, B and C
AC at point D
Compare the two AC
He h
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V 2
2g
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SPECIFIC EXCESS POWER (Ps)

Recall equation EOM 4.5 in vertical plane
dV
m
T cos D W sin
dt
For pure climb case with and as zero

The equation for accelerated climb reduces to
dV
m
T D W sin
dt
dV
T D W sin m 6.57
dt
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SPECIFIC EXCESS POWER (Ps)

In equation 6.61
Ps dh dt Vg dVdt
if acceleration is zero
Ps dh dt Vg (0) dh dt ROC
Which is the rate of climb
If height is constant
Ps 0
V dV
g dt
V dV
g dt
Which is acceleration of the AC
Thus Ps is a measure of climbing and accelerated

performance of any aircraft
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RELATION BETWEEN ENERGY HEIGHT (He) and Ps

We have seen
V 2
He h
2g
And
Ps
dh
dt
V dV
g dt
Differentiate first equation wrt time

Comparing
Ps = d He /dt
Thus Ps is a measure of how quickly an aircraft can change its
energy height from one level to another one
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HOW TO DRAW Ps Plots

We have seen
At a given altitude h1 find excess power for a range of

velocities/mach numbers as in example 5.1
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EXAMPLE 5.13
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We have seen

Plot these Ps values vs mach no for height h1 as shown
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We have seen

Repeat the procedure for another altitude h2
Plot these Ps values vs mach no for height h2
Repeat for other height h3 and so on
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We have seen

Now from this plot find values of constant Ps at various
altitudes
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Ps 300 ft
Ps 200 ft
Ps 100 ft
Ps 0 ft
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We have seen

Now from this plot find values of constant Ps at various
altitudes
Now plot these constant Ps plots
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Ps 300 ft
Ps 200 ft
Ps 100 ft
Ps 0 ft
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From USAF Academy Book
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Subsonic and Supersonic plots
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Subsonic Vs supersonic plot
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Supersonic AC Plots
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Dynamic Pressure Limit
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Minimum Time or Optimum Energy Trajectory
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Minimum Time or Optimum Energy Trajectory
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Comparison of Actual and Theoretical Climb
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Time to Climb
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Time to Climb
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Minimum Fuel to Climb Trajectory
Eq 5.13
With
dhe
dt
T 0
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HOW TO DRAW Fs Plots

We have seen
At a given altitude h1 find above value (Fs )for a range of

velocities/mach numbers
Plot these values of Fs
Repeat for another altitude h2
Plot the values of Fs vs mach no
Now from first this plot find values of constant Fs at various
altitudes
Now plot these constant Fs plots
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Fuel to Climb
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Comparison of AC on Specific Excess Power Plots
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Chapter 6 (PART III)

Airplane Performance
TAKEOFF (TO)
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CONTENTS
PART I: Turning
Level turn
Minimum turn radius
Maximum turn rate
Pull-up maneuver
Pull down maneuver
The V-n diagram

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TAKEOFF (TO)
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DIFFERENT VELOCITIES DURING TO
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Takeoff: Important Speeds
The following speeds are of importance in the take-off field length calculation:
VS Stall speed
Vmu Minimum Unstick Speed. Minimum airspeed at which airplane can safely lift off ground
and continue take-off.
Vmcg Minimum control speed on the ground. At this speed the aircraft must be able to
continue a straight path down the runway with a failed engine, without relying on nose gear
reactions.
Vmc Minimum Control Speed. Minimum airspeed at which when critical engine is made
inoperative, it is still possible to recover control of the airplane and maintain straight flight.
V1 Decision speed, a short time after critical engine failure speed. Above this speed,
aerodynamic controls alone must be adequate to proceed safely with takeoff.
VR Rotation Speed. Must be greater than V1 and greater than 1.05 Vmc
Vlo Lift-off Speed. Must be greater than 1.1 Vmu with all engines, or 1.05 Vmu with engine out.
V2 Take-off climb speed is the demonstrated airspeed at the 35 ft height. Must be greater
than 1.1 Vmc and 1.2 Vs, the stalling speed in the take-off configuration.
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CALCULATIONS OF GROUND ROLL
F=T
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NET FORWARD FORCE IS ALMOST CONSTANT, THUST CONSTANT ACCELERATION

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Use text book

value 1.1 times
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From Anderson book
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With
With Take off velocity = 1.1 Stall velocity
Thus
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MINIMIZING THE RESISTANCE
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FACTORS EFFECTING T.O. DISTANCE

In addition to pilot factor, AC configuration, throttle
setting and thrust augmentation following factors may
cause variation from a standard day sea level take off
performance :
WEIGHT
WIND
RUNWAY SLOPE
PRESSURE ALTITUDE
TEMPRATURE
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WEIGHT EFFECT
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WIND EFFECT
S
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RUNWAY SLOPE
Out of headwind and slope both normally choice is Takeoff into head
wind.
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TEMPRATURE AND DENSITY ALTITUDE
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VARIATION OF FORCES DURING TO
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CALCULATION OF ARIAL DISTANCE TO CLEAR OBSTACLE
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CALCULATION OF ARIAL DISTANCE TO CLEAR OBSTACLE
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ARIAL DISTANCE
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FACTORS EFFECTING DISTANCE

Influencing factor
Increase in Take-off Distance
Increase in Landing Distance
10% increase in weight
20%
10%
Increase of 1000' in runway altitude

(1" MAP)
10%
5%
Increase in temperature of 10C

above ISA
10%
5%
Dry short grass (under 5")
20%
20%
Dry long grass (5 - 10")
25%
30%
Wet short / long grass
25% / 30%
30% / 40%
2% uphill slope
10%
-10%
1% downhill slope
-5%
5%
Tailwind component of 10% of liftoff

speed
20%
20%
Soft ground or snow
at least 25%
at least 25%
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Chapter 6 (PART IV)

Airplane Performance
LANDING
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CONTENTS
PART I: Turning
Level turn
Minimum turn radius
Maximum turn rate
Pull-up maneuver
Pull down maneuver
The V-n diagram

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LANDING
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THE LANDING PATH AND LANDING DISTANCE
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Chapter 6 PART 2
165
LANDING PERFORMANCE.
VERY CRUCIAL PHASE OF FLYING

PERFORMANCE ANNALYSIS VERY SIMILAR TO TAKE OFF
THREE STAGES
Aerial stage
Descent from50 feet obstacle to flare out
Velocity 1.3 or 1.2 Times of stall speed for Civil and mil Ac respectively
Flare out Stage

Transition from straight descending approach path to horizontal parallel with runway path
Distance from 50 feet to start of fare out is called approach distance
Touchdown/ground roll stage
Touchdown starts when wheels touch the ground

Velocity is 1.15 or 1.1 times of stall Velocity for Civil and Mil AC Respectively
Distance from start of flare to touch down is called flare distance
Free roll for some time
Distance from TD to zero velocity is called the ground roll distance
Thus total landing distance = Approach distance + Flare distance + Ground roll distance
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Chapter 5 - PART A
166
LANDING DISTANCE CALCULATIONS

Total landing distance = Approach distance + Flare distance +
Ground roll distance
We will proceed to calculate:
Approach distance
Flare distance
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Chapter 5 - PART A
167
CALCULATION OF APPROACH DISTANCE
12/18/2014
Chapter 6 PART 2
168
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u f ua a
Tana
Sa
50 h f
sa
50 h f
tan a
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u f ua a
Tana
Sa
50 h f
sa
50 h f
tan a
12/18/2014
Chapter 6 PART 2
171
Total landing distance = Approach distance + Flare distance + Ground roll

distance
Approach distance from the geometry is given as
Sa
50 h f
tan a
In order to calculate approach distance we need to know

Flare height h f
And angle a
Now we will find the above mentioned two unknowns h f and a
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GEOMETRY OF THE LANDING FLARE
12/18/2014
Chapter 6 PART 2
173

u f a
h f R R cos a
R cos a
h f R(1 cos a )
To know flare height we
need to know R and
hf
12/18/2014
Chapter 6 PART 2
174

EOMs in FP and Perpendicular to
FP directions are:
D T W sin a
L W cos a
W cos a
W sin a
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Chapter 6 PART 2
175
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Chapter 6 PART 2
176
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Chapter 5 - PART A
177
V 2
g n 1
2
6.41
6.107
12/18/2014
Chapter 5 - PART A
178
Total landing distance = Approach distance + Flare distance + Ground roll

distance
Approach distance from the geometry is given as
Sa
tan a
In order to calculate approach distance we needed to know

Flare height h f
And angle
50 h f
Now we have found the two unknowns h f and a as
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CLCULATION OF FLARE DISTANCE

We have seen how to find approach distance
Now we will proceed to calculate:
Flare distance
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Chapter 5 - PART A
180

AND CLCULATION OF FLARE DISTANCE
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Chapter 6 PART 2
181

u f ua a
S f R sin a
S f R sin a
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Chapter 6 PART 2
182
CALCULATION OF FLARE DISTANCE
Where
12/18/2014
Chapter 6 PART 2
183
CALCULATION OF LANDING GROUND ROLL

We have seen how to find
Approach distance
Flare distance

But before that we will have a look how drag is effected during landing
and takeoff
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Chapter 5 - PART A
184
LIFT AND DRAG FORCES DURING LANDING AND TAKEOFF

GROUND ROLL
During Landing and Takeoff drag is effected due to
Landing gears additional drag C D0

Reduction in induced drag due to ground effect by factor G
Total drag = parasite drag + wave drag + induced drag

In coefficient form, this equation is C C C C
2
L
Original drag polar of AC is given as

With k1+ k2+ k3 = K
12/18/2014
Chapter 5 - PART A
D ,e
D,w
e AR
C D C D,0 KC L2
185
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GROUND ROLL
12/18/2014
Chapter 5 - PART A
187
CALCULATION OF LANDING GROUND ROLL

We have seen how to find
Approach distance
Flare distance

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Chapter 5 - PART A
188
GEOMETRY OF LANDING
Spoiler
Airbrakes
Drogue chute
Wheel brakes
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Chapter 6 PART 2
189
Lift Spoilers
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Air Brakes
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Drogue Chute
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CALCULATION OF GROUND ROLL
12/18/2014
Chapter 6 PART 2
193
Analysis similar to takeoff. Consider TO fig below
F = T during landing
T=0 or
T= -T (If thrust reversal
mechanism installed)
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We will use two approaches
12/18/2014
Chapter 5 - PART A
195

FIRST APPROACH
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Chapter 6 PART 2
196
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Chapter 6 PART 2
197
LANDING GROUND ROLL
We know
V dV
(dV 2 )
ds
dt
ds dt V dt V
dV
dV
dV
dt
dV
2( )
dt
dt
If acceleration is cons tan t Integrating
V 2
s
2dV
12/18/2014
dt
V 2
2aave
Chapter 5 - PART A
198
12/18/2014
Chapter 6 PART 2
199
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Chapter 6 PART 2
200
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Chapter 6 PART 2
201
LANDING GROUND ROLL

2ND APPROACH
We know
V dV
(dV 2 )
ds
dt
ds dt V dt V
dV
dV
dV
dt
dV
2( )
dt
dt
V 2
s
2dV
dt
V 2
2aave
We also saw in Takeoff
12/18/2014
Chapter 5 - PART A
202
We know
Using equation for landing
Average acceleration is given as
aF
Fg Fg
m mg W
g
aave
D ur (W L)0.7V
W W
TD
V 2
V 2
s
We have already seen

2dV
2aave
dt
Fg
Using touch down velocity and weight
12/18/2014
Chapter 5 - PART A
203
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Chapter 5 - PART A
204
LANDING GROUND ROLL WITH THRUST REVERSAL
Where lift and drag forces are given as
Where G is the ground effect factor
12/18/2014
Chapter 5 - PART A
205
LANDING ROLL WITH THRUST REVERSAL AND FREE

ROLL CONSIDERATIONS
12/18/2014
Chapter 5 - PART A
206
FACTORS EFFECTING LANDING DISTANCE

In addition to pilot factor and AC configuration
following factors may cause variation from a standard
day sea level landing performance :
WEIGHT
WIND
RUNWAY SLOPE
PRESSURE ALTITUDE
TEMPRATURE
TRUST REVESAL ( % APPLIED)
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FACTORS EFFECTING DISTANCES

Influencing factor
20%
10%

(1" MAP)
10%
5%

above ISA
10%
5%
20%
20%
25%
30%
25% / 30%
30% / 40%
2% uphill slope
10%
-10%
1% downhill slope
-5%
5%

speed
20%
20%
Soft ground or snow
at least 25%
at least 25%
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EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
209
EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
210
Max Lift Coefficient Values (TABLE )
12/18/2014
Chapter 6 PART 2
211

GROUND ROLL
12/18/2014
Chapter 5 - PART A
212
EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
213
END OF COURSE
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Course Objectives
By the end of the course students will be able to carry out
Unaccelerated performance analysis of aircraft including
Range
Endurance
Steady climb
Gliding
Accelerated performance analysis of aircraft including:
Turning
Energy concepts: Accelerated climb
Takeoff performance
Landing performance
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JF 17 Thunder
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JF-17 Thunder is an advanced, light-weight, all weather, day / night multi-role

fighter aircraft
developed as a joint venture between Pakistan Aeronautical Complex (PAC),
Kamra and Chengdu Aircraft Industry Corporation (CAC) of China.
It possesses excellent air-to-air and air-to-surface combat capabilities.
The state-of-the art avionics, optimally integrated sub-systems, computerized flight
controls and capability to employ latest weapons provides decisive advantage to
JF-17 over adversaries of same class.
This, all weather, multi-role light combat fighter has remarkable high combat
maneuverability at medium and low altitude.
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Physical Parameters
Length
49 ft
Height
15.5 ft
Wingspan
31 ft
Empty Weight
14,520 lb
Performance Parameters
Maximum Take Off Weight
27,300 lb
Max Mach No
1.6
Maximum Speed
700 Knots IAS
Service Ceiling
55,500 ft
Thrust to Weight Ratio
0.95
Maximum Engine Thrust
19,000 lb
G Limit
+8,-3
Ferry Range
1,880 NM
Armament
No of Stations
Total Load Capacity
8000 lb
223
General characteristics
Crew: 1
Length: 14.93 m (49 ft[139])
Wingspan: 9.45 m (31 ft, including 2 wingtip missiles.[139])
Height: 4.72 m (15 ft 6 in[139])
Wing area: 24.4 m[140] (263 ft)
Empty weight: 6,586 kg (14,520 lb[139])
Loaded weight: 9,100 kg (20,062 lb)
Useful load: 3000 kg (6600 lb)
Max. takeoff weight: 12,383 kg (27,300 lb[139])
Powerplant: 1 Klimov RD-93
Dry thrust: 49.4 kN[16] / 51.2 kN (11,106 lbf / 11,510 lbf)
Thrust with afterburner: 84.5 kN (19,000 lbf[139])
G-limit: +8 g / -3 g[139]
Internal Fuel Capacity: 2,300 kg (5,130 lb[139])
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Performance
Maximum speed: Mach 1.6[141]

Combat radius: 1,352 km[16] (840 mi)
Ferry range: 3,482 km(1,880 NM[139])
Service ceiling: 16,920 m (55,500 ft[139])
Thrust/weight: 0.95 [139]
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Armament
Guns: 1 23 mm GSh-23-2 twin-barrel cannon (can be replaced with 30 mm GSh-30-2)

Hardpoints: 7 in total (4 under-wing, 2 wing-tip, 1 under-fuselage; pylon stations
number 3, 4 and 5 are wet-plumb capable) with a capacity of 3,629 kg (8,001 lb) for external
fuel and ordnance
Missiles: ** Air-to-air missiles:
MAA-1 Piranha (Short-range)[143]

AIM-9L/M (Short-range)
PL-5EII (Short-range)[144]
PL-9C (Short-range)
PL-12 / SD-10 (Beyond visual range)[144]
Air-to-surface missiles:
MAR-1 (Anti-radiation missile) - Planned.[92][145]

C-802A (Anti-ship missiles)[72][144]
C-803 (Anti-ship missiles)
CM-400AKG (Anti-ship missiles)[146]
Ra'ad ALCM (Nuclear capable Stealth Cruise missile)[147]
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BOMBS
Un guided
Mk-82 (general purpose bomb)

Mk-84 (general purpose bomb)
Matra Durandal (anti-runway bomb)
CBU-100/Mk-20 Rockeye (anti-armour cluster bomb)
Precision guided munitions (PGM):
GBU-10 (Laser-guided)
GBU-12 (Laser-guided)
LT-2 (Laser-guided)
H-2 (electro-optically guided)
H-4 (electro-optically guided)[3]
LS-6[disambiguation needed] (satellite-guided glide bombs)[142]
Satellite-guided bombs[3]
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Air-to-surface missiles:
MAR-1 (Anti-radiation missile) - Planned.[92][145]

C-802A (Anti-ship missiles)[72][144]
C-803 (Anti-ship missiles)
CM-400AKG (Anti-ship missiles)[146]
Ra'ad ALCM (Nuclear capable Stealth Cruise missile)[147]
Bombs: ** Unguided bombs:
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Systems
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Aerodynamic Configuration
Bifurcated side air inlet with incorporation of latest technology for improved
performance
Leading edge maneuvering flaps
Trailing edge flaps
Twin Ventral Fins
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Landing Gear
Nose gear with steering
Main gear with paddle controlled hydraulic brakes and nti-skid braking system
Comfortable Cockpit Escape and Egress System
NVG compatible cockpit conforming to US MIL Standard, suitable for 3% to 98%
percentile range of pilots.
Single Piece Stretch Acrylic Transparent Canopy providing a good all around Field
of View
Ejection Seat
Latest Martin Baker high performance ejection seat

Canopy severance system for additional safety
French oxygen regulation system
Passive Leg Restraint System
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Environment Control System and Oxygen System

Effective control of cockpit pressure and temperature
Effective temperature and humidity control of cockpit and avionics for optimum
performance
Efficient Anti G system for Pilot
Oxygen supply duration three hours
Flight Control System
Composite Flight Control System comprising conventional controls with stability
augmentation in roll and yaw axis and fly by wire in pitch axis
Quad-redundancy in Fly By Wire System
Autopilot with Altitude hold and Attitude hold modes
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Fuel System
Total internal fuel 5130 lb (3000 liters)

Single point pressure refueling system
External Fuel
One center line drop tank 800 liters
Two under wing drop tanks 800/1100 liters
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Avionics
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Weapons
The aircraft is fitted with modern Stores Management System incorporating

accurate weapon delivery modes and solutions involving minimum pilot workload.
The aircraft is capable of carrying some of the most modern as well as conventional
weapons, including:
70-100 Km range beyond visual range active missiles

Highly agile Imaging infra red short range missiles
Air to sea missiles
Anti radiation missiles
Laser guided weapons
Programmable cluster bombs
Runway penetration bombs
General purpose bombs
Training bombs
23 mm double barrel gun
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AIR to Air Configuration
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Air to Ground Configuration
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JF 17 Vs F 16
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END OF COURSE
THANK YOU
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EXTRA SLIDES
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Approach Distance
From Fig 6.17
Tana
sa
sa
12/18/2014
50 h f
sa
50 h f
Tan a
50 h f
Tana
6.108
Chapter 5 - PART A
242
LANDING GROUND ROLL
We know
V dV
(dV 2 )
ds
dt
ds dt V dt V
dV
dV
dV
dt
dV
2( )
dt
dt
V 2
s
2dV
dt
V 2
2aave
12/18/2014
Chapter 5 - PART A
243
F = T=0 during
landing
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12/18/2014
Chapter 5 - PART A
245
We know
Using equation for landing
Average acceleration is given as
aF
Fg Fg
m mg W
g
aave
D ur (W L)0.7V
W W
TD
V 2
V 2
s
We have already seen

2dV
2aave
dt
Fg
Using touch down velocity and weight
12/18/2014
Chapter 5 - PART A
246
12/18/2014
Chapter 5 - PART A
247
LANDING GROUND ROLL WITH THRUST REVERSAL
Where lift and drag forces are given as
Where G is the ground effect factor
12/18/2014
Chapter 5 - PART A
248
LANDING ROLL WITH THRUST REVERSAL AND FREE

ROLL CONSIDERATIONS
12/18/2014
Chapter 5 - PART A
249
Max Lift Coefficient Values (TABLE )
12/18/2014
Chapter 6 PART 2
250
EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
251
EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
252
EXAMPLE 6.7
12/18/2014
Chapter 6 PART 2
253
FACTORS EFFECTING DISTANCE

Influencing factor
20%
10%

(1" MAP)
10%
5%

above ISA
10%
5%
20%
20%
25%
30%
25% / 30%
30% / 40%
2% uphill slope
10%
-10%
1% downhill slope
-5%
5%

speed
20%
20%
Soft ground or snow
at least 25%
at least 25%
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ALTERNATE APPROACH
12/18/2014
Chapter 6 PART 2
255
12/18/2014
Chapter 6 PART 2
256
12/18/2014
Chapter 6 PART 2
257
12/18/2014
Chapter 6 PART 2
258
12/18/2014
Chapter 6 PART 2
259
12/18/2014
Chapter 6 PART 2
260
LANDING GROUND ROLL
We know
V dV
(dV 2 )
ds
dt
ds dt V dt V
dV
dV
dV
dt
dV
2( )
dt
dt
V 2
s
2dV
dt
V 2
2aave
12/18/2014
Chapter 5 - PART A
261
Fits have been made to the FAR field length requirements of 2,3,and 4 engine jet
aircraft vs. the parameter:
W is the take-off gross weight (lbs).
Sref is the reference wing area (sq ft).
s is the ratio of air density under the conditions of interest which might well be a hot
day in Denver or another high altitude airport.
CLmax is the aircraft maximum lift coefficient in the take-off configuration.
T is the total installed thrust (all engines running). It varies with speed and must be
evaluated at 70% of the lift-off speed which we take as 1.2 Vs. The variation of
thrust with speed shown here may be used for this calculation if detailed engine
data is not available.
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For 2 engine aircraft: TOFL = 857.4 + 28.43 Index + .0185 Index2

Since for four engine aircraft, the all-engines operating (with 15% pad) case is
critical, one may use this fit for the all-engines operating case with 2 or 3 engines
as well. Note that the 15% markup is already included.
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Chapter 6

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Chapter 6

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Chapter 6

Aero Vehicle Performance

PART II: Energy concepts: Accelerated rate of climb

EOM FOR TURNING

EOM for Flight in a Vertical Plane

WE ARE USING ANGLE

AC put in a bank . Finite radius of turn r2 (R)

EOM for Flight in a Vertical Plane

Applying Newtons 2nd law in the flight path

F L cos T sin cos W cos

where r1 is the radius of curvature of the flight

EOM in horizontal plane

L sin T sin sin

EOM for level turn

General EOM in flight path direction is

With as zero r1 becomes infinity. Thus equation in this case reduces to

EOM for level turn

EOM in horizontal plane

L sin T sin sin

Component of lift balances the centrifugal force

EOM for level turn

Three equations reduce to

EOM for level turn

Look at equation 6.1

Thus in turning lift requirement is increased as bank angle

From equation L cos = W

Putting 6.8 in 6.7

Minimum Turn Radius

Replacing R from eq 6.9

To have largest possible turn rate we want

Max Load Factor

It can have values 1 n nmax

The Max Load Factor

Max value at a given L/D

Max of max at max L/D

Low velocity Limit on max value of n

At stalling speed CL is max

Max bank angle will be

Low velocity limit on max n

At stalling speed CL is max

Thus as n stall speed also

Max Bank Angle

Instantaneous 90 degree bank possible

We studied three nmax values

Two by equation 6.21

And corresponding max bank angle

This all information is presented graphically on next slide

Constraints on Max Value of n

Far right point

MINIMUM RADIUS OF TURN

MINIMUM RADIUS OF TURN

Which can be written as

For min value differentiate and equate it to zero

MINIMUM RADIUS OF TURN

MINIMUM RADIUS OF TURN

MINIMUM RADIUS OF TURN

Constraints on Max Value of n Point B correspond

Right of point A max

Far right point

Turn Rate or Angular Velocity

Replacing R from eq 6.9

To have largest possible turn rate we want

MAXIMUM TRURN RATE