Aeronautical Engineer’s Data Book - part 6 pdf

Section 9 Aircraft performance 9.1 Aircraft roles and operational profile Civil aircraft tend to be classified mainly by range.. 138 Aeronautical Engineer’s Data Book 9.3 Aircraft des

130 Aeronautical Engineer’s Data Book



Section 9

Aircraft performance

9.1 Aircraft roles and operational profile

Civil aircraft tend to be classified mainly by range The way in which a civil aircraft operates

is termed its operational profile In the military field a more commonly used term is mission profile Figure 9.1 shows a typical example and

Table 9.1 some commonly used terms

133 Aircraft performance

Stepped cruise

Descent

Landing from

1500 ft and taxi in Range

Mission time and fuel Block time and fuel

Fig 9.1 A typical operational profile

Table 9.1 Operational profile terms

cruise 2nd segment: part of climb from 10 000 ft to

initial cruise altitude

Vc: rate of climb

Cruise VT: cruise speed

Descent Vmc: speed between cruise and 10 000 ft

(See Figure 9.2 for further details.)

Landing Approach: from 50 ft height to flare height

(h f )

Flare: deceleration from approach speed (V A)

to touch down speed VTD

Ground roll: comprising the free roll (no brakes) and the braked roll to a standstill

γ A

γ A

hf

Radius Obstacle height

Total landing distance

Fig 9.2 Approach and landing definitions



135 Aircraft performance

Cruise speed schedules for subsonic flight can

be determined by the following expressions

Optimum mach number (MDD), altitude cruise

optimum-First calculate the atmospheric pressure at altitude:

W

P = 0.7(M2

DD)(C LDD)S

Then input the value from cruise-altitude determination graph for cruise altitude

Optimum mach number, constant-altitude cruise Optimum occurs at maximum M(L/D)

P = atmospheric pressure at altitude

Landing

Landing distance calculations cover distance from obstacle height to touchdown and ground roll from touchdown to a complete stop

where Vobs = speed at obstacle, VTD = speed at

touchdown, hobs = obstacle height, and L/D =

9.2 Aircraft range and endurance

The main parameter is the safe operating range;

the furthest distance between airfields that an aircraft can fly with sufficient fuel allowance for headwinds, airport stacking and possible diver­

sions A lesser used parameter is the gross still air range; a theoretical range at cruising height

between airfields Calculations of range are complicated by the fact that total aircraft mass decreases as a flight progresses, as the fuel mass

is burnt (see Figure 9.3) Specific air range (r)

is defined as distance/fuel used (in a short time) The equivalent endurance term is

specific endurance (e)

General expressions for range and endurance can be shown to follow the models

Table 9.2 Range and endurance equations

 

138 Aeronautical Engineer’s Data Book

9.3 Aircraft design studies

Aircraft design studies are a detailed and itera­tive procedure involving a variety of theoretical and empirical equations and complex paramet­ric studies Although aircraft specifications are built around the basic requirements of payload, range and performance, the design process also involves meeting overall criteria on, for example, operating cost and take-off weights

The problems come from the interdepen­ dency of all the variables involved In particu­

lar, the dependency relationships between wing area, engine thrust and take-off weight are so complex that it is often necessary to start by looking at existing aircraft designs, to get a first impression of the practicality of a proposed design A design study can be thought of as consisting of two parts: the initial ‘first approx­imations’ methodology, followed by ‘paramet­ric estimate’ stages In practice, the processes are more iterative than purely sequential Table 9.3 shows the basic steps for the initial ‘firstapproximations’ methodology, along with some

general rules of thumb

Figure 9.4 shows the basis of the following stage, in which the results of the initial estimates are used as a basis for three alterna­tives for wing area The process is then repeated by estimating three values for take-off

Choose suitable take-off mass

Different engine possibilities/combinations

Calculate performance criteria

Fig 9.4 A typical ‘parametric’ estimate stage

139

Table 9.3 The ‘first approximations’ methodology

1 Estimate the wing loading

Approach C L lies between C Lmax /2.04 and C Lmax/2.72

loading and T/W ratio as a

function of C LV2

1.18 < C LV

2 < 1.53

initial cruise altitude Fn/MCL = (L/D)–1 + (300/101.3V) (imperial units)

140 Aeronautical Engineer’s Data Book

Various engine options, take-off weights etc can

Fig 9.5 Typical parametric plot showing design ‘bounds’

weight and engine size for each of the three wing area ‘conclusions’ The results are then plotted as parametric study plots and graphs showing the bounds of the various designs that fit the criteria chosen (Figure 9.5)

9.3.1 Cost estimates

Airlines use their own (often very different) standardized methods of estimating the capital and operating cost of aircraft designs They are complex enough to need computer models and all suffer from the problems of future uncer­tainty

9.4 Aircraft noise

Airport noise levels are influenced by FAR-36 which sets maximum allowable noise levels for subsonic aircraft at three standardized measure­ment positions (see Figure 9.6) The maximum allowable levels set by FAR-36 vary, depending

on aircraft take-off weight (kg)

141 Aircraft performance

A

A : Arrival measuring location

D : Departure measuring location

S : Side measuring location Aircraft approach path

Variation of noise limits with aircraft weight

Side: 102 dB

Approach: 102 dB

34 000 kg 272 000 kg

Aircraft take-off weight (max.)

Fig 9.6 Airport noise measurement locations

9.4.1 Aircraft noise spectrum

The nature of an aircraft’s noise spectrum and

footprint depends heavily on the type of engine

used Some rules of thumb are:

• The predominant noise at take-off comes from the aircraft engines

• During landing, ‘aerodynamic noise’ (from pressure changes around the airframe and control surfaces) becomes more significant,

as the engines are operating on reduced throttle settings

• Low bypass ratio turbofan engines are generally noisier than those with high bypass ratios

• Engine noise energy is approximately proportional to (exhaust velocity)7

142 Aeronautical Engineer’s Data Book

The general aircraft noise 'footprint'

Runway Departure point 'D'

Approach point 'A'

Side point 'S'

Noise footprint shape for four-engine passenger jet

Fig 9.7 Aircraft noise characteristics

Figure 9.7 shows the general shape of an aircraft noise footprint and the resulting distri­bution of noise in relation to the runway and standardized noise measurement points

Supersonic aircraft such as Concorde using pure turbojet engines require specific noise reduction measures designed to minimize the noise level produced by the jet efflux Even using ‘thrust cutback’ and all possible technical developments, supersonic aircraft are still subject to severe restrictions in and around most civil aviation airports

Sonic booms caused by low supersonic Mach numbers (< MA 1.15) are often not heard at ground level, as they tend to be refracted upwards In some cases a portion of

143 Aircraft performance

Upward refraction from warm surface air

Grazing/ cut-off points Ground

50%

100%

Primary carpet

secondary carpet

'Bouncing' shock waves giving refracted and

reflected booms at greatly reduced sound pressure

Fig 9.8 Sonic boom characteristics

the upward-heading wave may be refracted back to the surface, forming a ‘secondary boom’ at greatly reduced sound pressure Shock waves may also bounce, producing sound levels only slightly above ambient noise level (see Figure 9.8)

144 Aeronautical Engineer’s Data Book

9.5 Aircraft emissions

Aircraft engine emissions vary with the type of engine, the fuel source used, and the opera­tional profile Emission levels are governed by ICAO recommendations For comparison purposes the flight profile is divided into the take-off/landing segment and the cruise segment (designated for these purposes as part

of the flight profile above 3000 ft) Table 9.4 shows an indicative ‘emission profile’ for a large four-engined civil aircraft

Table 9.4 An indicative ‘emission profile’

Emissions in g/kg fuel

Take-off 0.4 27 0.5 0.06

Cruise >3000 ft* No agreed measurement method

Varies with aircraft and flight profile Approach/landing 2.0 11 0.5 0.12

*Some authorities use a NOx emission index as a general measure

of the level of ‘amount of pollution’ caused per unit of fuel burnt

Section 10

Aircraft design and construction

10.1 Basic design configuration

Basic variants for civil and military aircraft are shown in Figure 10.1 Large civil airliners have

a low wing design in which the wing structure passes through the freight area beneath the passenger cabin Small airliners may use the high wing design, with a bulge over the top line

of the fuselage so as not to restrict passenger headroom Having a continuous upper surface

to the wing (as in the high-wing layout) can

improve the L/D ratio and keeps the engines at

a higher distance from the ground, so avoiding debris from poor or unpaved runways

Tailplane configuration is matched to the wing type and includes high tail, low tail, flat, vee and dihedral types Low tails increase stability at high angles of attack but can also result in buffeting (as the tail operates in the wing wake) and non­linear control response during normal flight High tails are generally necessary with rear-fuselage mounted engines and are restricted to high speed military aircraft use Figure 10.2 shows variants in tail and engine position The rear-engine configuration has generally been superseded by under-wing mounted engines which optimizes bending moments and enables the engine thrust loads to be fed directly into the wing spars In contrast, rear-fuselage mounted engines decrease cabin noise

10.1.1 Aspect ratio (AR)

The aspect ratio (AR) is a measure of wingspan

in relation to mean wing chord Values for subsonic aircraft vary between about 8 and 10 (see Tables 10.1 and 10.2) Figure 10.1 shows some typical configurations

146 Aeronautical Engineer’s Data Book

Low wing High wing

Straight-wing turboprop High-wing turbofan

Swing-wing fighter Straight-wing attack aircraft

Fig 10.1 Basic design configurations

147 Aircraft design and construction

V-tail

Fig 10.2 Variants in tail and engine position

Table 10.1 Civil aircraft – basic data

Manufacturer Airbus Airbus Airbus Airbus Airbus Boeing Boeing Cadair Embraer Fokker Fokker Ilyushin McDon McDon Tupolev Type A320– A321– A330– A340– A340– 717– 737– Reg Jet /Doug /Doug Tu-204 Model 200 200 200 300 500 200 800 100ER EMB-145 F70 F100 II-96M MD-90-30 MD-11 -200

Engine manufacturer CFMI CFMI GE CFMI R-R BMW CFMI GE Allison R-R R-R IAE GE Soloviev

R-R

Table 10.1 Continued

Manufacturer Airbus Airbus Airbus Airbus Airbus Boeing Boeing Cadair Embraer Fokker Fokker Ilyushin McDon McDon Tupolev Type A320– A321– A330– A340– A340– 717– 737– Reg Jet /Doug /Doug Tu-204 Model 200 200 200 300 500 200 800 100ER EMB-145 F70 F100 II-96M MD-90-30 MD-11 -200

High lift devices:

Table 10.1 Continued

Manufacturer Airbus Airbus Airbus Airbus Airbus Boeing Boeing Cadair Embraer Fokker Fokker Ilyushin McDon McDon Tupolev Type A320– A321– A330– A340– A340– 717– 737– Reg Jet /Doug /Doug Tu-204 Model 200 200 200 300 500 200 800 100ER EMB-145 F70 F100 II-96M MD-90-30 MD-11 -200 Take-off (m):