Professional Documents
Culture Documents
By Sergejs Svircenkovs
DEN6305 Aircraft Design
2014/15
Abstract
Design of the aircraft is a very complicated process involving several
different areas such as aerodynamics, propulsion, stability, structural analysis
etc, put together in order to achieve intended design goal and be sellable and
attractive to customers in future.
Needless to say that, the developing aircraft must satisfy all Federal Aviation
Regulations (FAR), which is a list of defined performance characteristics and are
primary constraints in the preliminary sizing. Based on the FAR 25
(Airworthiness Standards: Transport Category Airlines) regulation, the following
work aims to show the preliminary sizing of the recently developed Boeing
787-8 Dream Liner. As that is a preliminary sizing, the analysis required a
number of estimation, which were based on the given tables of same category
aircraft, and are included in the appendix.
Upon the completed preliminary analysis and sensitivity analysis, collected
data and results were summarised in the result section. The discussion section
briefly states further related work and latter stages of the design process.
Contents
Preliminary design and sizing of a large civilian aircraft ...........................1
Abstract .......................................................................................................2
Contents .....................................................................................................3
List of Tables ...............................................................................................5
List of Figures .............................................................................................6
List of symbols ............................................................................................7
1.Preliminary Sizing .................................................................................8
1.1. Introduction ..............................................................................................8
1.1. Report Structure .......................................................................................8
1.2. Mission overview.....................................................................................8
1.3. Initial Calculations ...................................................................................9
1.4. Empty Weight Estimation ......................................................................10
1.5. Landing Weight Estimation ...................................................................10
1.6. Fuel Weight Fractions ............................................................................11
7.
REFERENCES ................................................................................24
8. Appendix ...........................................................................................25
Preliminary sizing
List of Tables
1. Table 1.3.1 Atmosphere Dependant Parameters for Climb
2. Table 1.3.2 Atmosphere Dependant Parameters for Level Flight
3. Table 1.3.3 Atmosphere Dependant Parameters for Descent
4. Table 1.3.4 Detailed Climb and Descent Profile
5. Table 1.6.1 Suggested and Estimated Mission Fuel Ratios
6. Table 2.1 summary of parameters used in sensitivity analysis
7. Table 3.1.1 Summary of maximum lift coefficients
8. Table 3.1.2 Take-off parameters
9. Table 3.2.1 Landing Wing Loading
10. Table 3.3.1 Landing Wing Loading
11. Table 3.3.2 Drag Coefficient Constants
12. Table 3.4.1 Take-off Stall Speed / kts sigma = 1
13. Table 3.4.2 Cruise Stall Speed / kts sigma = 0.735 (35,000ft)
14. Table 3.4.3 Landing Stall Speed / kts sigma = 1
15. Table 4.1.1 Initial Take - off Climb Power to Weight Ratios
16. Table 4.1.2 Take - off Climb Power to Weight Ratios
17. Table 4.2.1 Normal Climb Power to Weight Ratios
18. Table 4.3.1 Approach Climb Power to Weight Ratios
19. Table 4.3.2 Balked Landing Climb Power to Weight Ratios
20. Table 5.1 Thrust to Weight Ratios for Cruise
21. Table 8.01 Standar Atmosphere
22. Table 8.02 Preliminary Weight Characteristics
23. Table 8.03 Preliminary Fuel System
24. Table 8.04 Suggested Mission Fuel Fractions
25. Table 8.05 Suggested Coefficient of Lift and Drag
26. Table 8.06 Suggested Cruise Performance Chart
27. Table 8.07 Suggested Loiter Data Performance Chart
28. Table 8.08 Equivalent skin friction coefficient values for different aircraft categories
29. Table 8.09 Drag Correction Coefficients
Preliminary sizing
List of Figures
1. Figure 1.2.1 Mission Profile
2. Figure 3.1.1 Thrust to Weight Ratio versus Wing Loading for Take-off
3. Figure 3.1.2 Thrust to Weight Ratio versus Wing Loading for Landing
4. Figure 3.2.1 Thrust to Weight Ratio versus Wing Loading
5. Figure 4.1.1 Thrust to Weight Ratio versus Wing Loading for Initial Climb
6. Figure 4.1.2 Thrust to Weight Ratio versus Wing Loading for Climb
7. Figure 4.2.1 Thrust to Weight Ratio versus Wing Loading for Normal Climb
8. Figure 4.3.1 Thrust to Weight Ratio versus Wing Loading for Approach
9. Figure 4.3.2 Thrust to Weight Ratio versus Wing Loading for Balked Landing
Preliminary sizing
List of symbols
-
Preliminary sizing
1.Preliminary Sizing
1.1. Introduction
In general to arrive at the aircraft preliminary
parameters two approaches could be used.
Firstly, the bottom up methodology is based on some
initially known information of the proposed aircraft
which may concern power plant, available materials, or
other specific part of an airplane, which will be used in
its final appearance. In such way the subsequent design
process is directly related to this predefined part and is
hugely dependant on it. However it is not always the
case, when specific engine or a wing geometry is
initially supplied, instead it is far more common to
observe when some existing part is shaped or adjust to a
required set of parameters, which could be established
by a reverse design process.[2][3]
In contrast, the top down method implies that
initially there is a given set of requirements, which the
aircraft must meet, wherein all the other aircraft parts
are left to be chosen based on the estimated aircraft
design target, mission specification, an aircraft layout,
etc. Although the method does not restrict an aircraft
designer in a conceptual point of view, its drawback is
an uprising tendency for relatively wide spread in the
required component parameters, making the selection of
a particular wing shape and/or power plant type and/or
its arrangement an open question. [2][4]
Consequently, along the design process both
methods are usually implemented at the same time. In
real life, among the aircraft intrinsic characteristics, the
aspects of its development and manufacturing costs turn
to be of the same importance. For an aircraft
manufacturer the former type of the cost features much
higher degree of uncertainty, as it is unknown how
much of the budget will it take. More importantly, it
should be noted, that during the preliminary estimations
of the aircrafts design, one could expect an advances in
both materials and technology, which may completely
reshape calculated design envelope or even the whole
aircraft concept.[6]
Engine start up
Taxi
Take off and initial climb out to 35 ft
Climb to 1500 ft.
Climb to 10000 ft.
Climb to 35000 ft.
Cruise at 35000 ft. and mach number 0.85
Descent to 10000 ft.
30 min loiter at 10000 ft.
Ascent back to 20000 ft.
200 nm to alternate aerodrome
Descent to 10000 ft.
Descent to 1500 ft.
Descent to 50 ft.
Landing phase
Taxi and engine shut down
Preliminary sizing
Figure 1.2.1
Speed
/kts
Mach number
Specific fuel
consumption /
lb/hr/lbf
Lift to drag
ratio
S.L.
120
(take-off)
0.18
0.699
14.15
10,000
230 (loiter)
0.36
0.630
19.48
20,000
340
(alternate)
0.55
0.579
18.84
35,000
490 (cruise)
0.85
0.527
20.83
Specific fuel
consumption /
lb/hr/lbf
Lift to drag
ratio
35,000 - 20,000
480
0.81
0.527
18.84
20,000 - 10,000
320
0.51
0.579
19.48
10,000 - 1,500
290
0.45
0.577
7.92
1,500 - S.L.
190
0.29
0.633
6.96
Mach number
Mach number
RT
Speed
/kts
Speed
/kts
Altitude / ft
Altitude / ft
35 - 1,500
170
0.26
0.705
16.58
1,500 - 10,000
255
0.40
0.626
21.52
10,000 - 20,000
320
0.51
0.605
21.19
20,000 - 35,000
475
0.80
0.557
21.37
Altitude / ft
Delta in
height / ft
S.L. - 1,500
1,500
1,500 - 10,000
8,500
10,000 - 20,000
10,000
20,000 - 35,000
15,000
Vertical
climb/descent
rate / fpm
1,800
1,000
Horizontal
distance /
nm
Weight
Fraction
for Climb
Weight
Fraction
for
Descent
2.4
0.999
0.999
20.0
0.998
0.995
29.6
0.997
0.997
118.0
0.994
0.993
0.988
0.984
399.2
Preliminary sizing
winitial
=e
w final
Rc j
V L
D
! WTO M ff
! E = 1 L ln w8
c j D w9
w final
=e
winitial
Ec j
L
D
WE
!
#"#
$ !##"##$ !"$
! (WE )
1.5.03 [1]
! WFused = 1 M ff WTO
1.3.04
= WL
WE
Passangers
Crew
10
Preliminary sizing
WE + WPL + WCrew
= WTO
1 1 M ff (1+ M Fres ) M tfo
WFres
WFused
1.14 [1]
Wtfo
! M tfo =
WTO
Engine Start up
0.990
Taxi
Climb to 1,500 ft
0.999
0.980
Climb to 10,000 ft
0.998
0.980
Climb to 35,000 ft
0.991
0.980
Cruise at 35,000
0.662
Descent to 10,000 ft
0.990
0.990
30 min loiter
0.984
10
Ascent to 20,000 ft
0.997
0.980
11
200 nm flight to
alternate
0.987
12 Descent to 10,000 ft
0.997
0.990
13
Descent to 1,500 ft
0.995
0.990
14
Descent to S.L.
0.999
0.990
15
0.992
16
0.618
0.984
0.990
0.995
0.982
Calculated
Weight
Fraction
w1 15 wi+1
w16 i=1 wi
! w7 = e
Rc j
V L
D
w6
490 * 20.83
11
Rc j
V L
D
340 *18.84
Preliminary sizing
E
*
c
0.5 * 0.630
j
! w9 = exp
= exp
= 0.984
L
w8
19.48
D = W payload + Wcrew
*
! WFres = 1 M FRES
WTO
1.6.07
! WFres = 0.018WTO
Combining it with previous equation and comparing
it to expression 1.6.05 it could written that:
1.6.08
! M = WFres = (1 M FRES )WTO = 0.018 = 0.0458
res
*
WFused
(1 M )W
ff
TO
0.393
12
Sensitivity Analysis
2. Sensitivity Analysis
!
The purpose of the sensitivity analysis is to
determine, how the take-off weight is correlated with
regards to the variations in other parameters such as:
payload, empty weight, range, endurance etc. These
estimations will explore the parameters, which have the
highest influence on the take-off weight characteristics.
To begin, the expression 1.6.10 is a good starting
point. By differentiating it with respect to some variable
y (to be selected arbitrary) gives:
2.01 [1]
! WTO =
y
C
D
BWTO
y
y
C(1 B)WTO D
2
BW TO
= 144.9lbs / nm
Range
V =490 kts
0.083
WTO
484,800 lbs
1.0383
WE
239,200 lbs
0.599
Mff
0.618
45,080 lbs
2,806,289 lbf
8,345 nm
L/D
20.83
VCruise 35,000 ft
490
cj
0.527
MFres
0.0458
! WTO = F *
Vcruise
Rc j
L
2
Vcruise
D
2.5.02
! WTO = 2, 467.7lbs / kts
Vcruise
2.1.01 [1]
! WTO = BWTO = 2.104
WE
WE
Hence for every 1 lbs increase in empty weight, the
take-off weight will be increase by about 2.1 lbs.
2.6.01 [1]
! WTO
c j
= F*
R
L
Vcruise
D
2.6.02
! WTO = 2,294, 422lbf hr
c j
Sensitivity Analysis
Rc j
L
Vcruise
D
2.7.02
! WTO
L
D
= 58,048.99lbs
3. Estimation of Wing
Parameters
=
=1
sea
!
=
Tsea
* = 1
Tact
3.1.04
W
!
Since the initial weight estimations were made, it is
possible to determine preliminary wing parameters and
take-off characteristics. To begin it is essential to pay
attention to FAR and mission requirement for take-off.
! T 0.004052 S TO
!
For example, the total take-off distance includes
both ground run and initial climbing to 50 ft. Taking
into account correlation represented on Figure 8.06
given in the Appendix the take-off distance could be
correlated to the wing loading and power ratio in a
following way:
3.1.01 [1]
= 37.5
C
T Lmax
T
TO W
TO
= 37.5TOP25
S TO
1.6
1.8
2.0
2.2
40
0.1013
0.0900
0.0810
0.0737
60
0.1520
0.1351
0.1216
0.1105
80
0.2026
0.1801
0.1621
0.1473
100
0.2533
0.2251
0.2026
0.1842
120
0.3039
0.2701
0.2431
0.2210
Figure 3.1.2
0.4
0.3
(T/W) take-off
TOFL
Cl = 1.6
Cl = 1.8
Cl = 2.0
Cl = 2.2
0.2
0.1
Met
Not met
1.6 - 2.2
0
Clean configuration
1.2 - 1.8
Landing configuration
1.8 - 2.8
(C )
Lmax TO
!W
!S
Lmax TO
W
S TO
(C )
W TO
30
60
90
120
Figure 3.2.1
0.2
Met
Not met
0
40
W
! 33.34 C Lmax
L L
C L2
! C D = C D0 +
+ C D0
Ae
Where:
3.3.02 [2]
! ! C D0
(C )
W
S L
W
S TO
1.8
60.01
97.11
2.2
73.35
118.69
2.4
80.02
129.48
2.6
86.68
140.27
2.8
93.35
151.06
Lmax L
160
3.3.06
120
80
! SFL = 0.3VA
S.L. C Lmax
0.1
0.05
! VSL2 =
0.15
(T/W) take-off
S
f
= C fe wet =
S
S
60
A1
Take-off
Gear
Down
Wing
Surface /ft2 ! C D0
S L
A2
Take-off
Up
60
8,063.3
0.00744
80
6,047.5
0.00992
100
4,838.0
0.01240
120
4,031.7
0.01488
140
3,455.7
0.01736
160
3,023.8
0.01984
180
2,687.8
0.02232
Take-off
Landing
Landing gear
A4
A5
Landing
Gear
Down
2
( C D )LANDING, GEAR UP = 0.077 + 0.0439C L
2
( C D )LANDING GEAR DOWN = 0.097 + 0.0439C L
180
0.0411
No Effect
0.0411
0.0386
0.0439
B5
No Effect
0.0439
= A1 + B1C L2
2
(C )
D TAKE-OFF, GEAR UP = A2 + B2 C L
2
(CD )CLEAN = A3 + B3CL
2
( C D )LANDING, GEAR UP = A4 + B4 C L
2
( C D )LANDING GEAR DOWN = A5 + B5C L
160
B4
140
Clean
Landing
Gear Up
0
120
No Effect
B3
! (C )
A3
100
B2
80
B1
1/
Ae
Const.
!
VStall
W
2
S Pa
=
S.L C Lmax
!W
S TO
(C )
Lmax TO
1.6
1.8
2.0
2.2
60
86
80
74
70
80
99
92
86
81
100
111
103
96
91
120
122
113
105
99
140
131
122
114
107
160
140
130
122
115
! W
(C )
Lmax TO
S TO
1.2
1.4
1.6
1.8
60
100
93
87
82
80
115
107
100
94
100
129
120
112
105
120
141
131
122
115
140
153
141
132
125
160
163
151
141
133
! M cos ( ) M crit
! cos crit
M
Substituting appropriate value for critical mach
number and cruise mach number gives:
3.5.03 [6]
(C )
Lmax TO
S TO
1.8
2.2
2.5
2.8
60
70
63
60
56
80
81
73
69
65
100
91
82
77
73
120
99
90
84
80
140
107
97
91
86
160
115
104
97
92
! 28.1
Hence to provide 5% margin for cruise mach number,
the sweep angle is therefore:
3.5.04 [5]
!
! = cos
0.75
!
32
1.05 * 0.85
1
h
2h
h tan ( ) +
b
; !a =
4
AR
AR
So the central (b) and edge lengths are about 29.5 and
10.8 ft.
Climb Sizing
4. Climb Sizing
(C )
1.6
1.8
2.0
2.2
Lmax TO
2
1.3223
1.4876
1.6529
1.8182
! CD
0.1189
0.1380
0.1593
0.1829
! T
W TO, GEAR DOWN
0.1798
0.1855
0.1927
0.2012
Lmax TO
(C )
Figure 4.1.1
!
In order to do sizing for climb it is essential to refer
to FAR 25.111, 25.121, 25.119 and 25.121 regulations
to establish values for climb gradient (CGR)
requirements, which will be used in the next equation:
4.01 [1]
T
N L
=
1/
+ CGR
! W N 1 D
CGR =
(T/W) take-off
0.21
35
70
105
140
(C )
1.6
1.8
2.0
2.2
(C )
Lmax TO
2
1.1111
1.2500
1.3889
1.5278
!C
0.0777
0.0912
0.1063
0.1229
0.1398
0.1458
0.1529
0.1608
Lmax TO
T
W TO, GEAR UP
Figure 4.1.2
0.17
(T/W) take-off
C Lmax
TO
2 1 / 2
+ ( CGR 0 )
W TO, GEAR DOWN
( C D )TO, GEAR DOWN
! ! T
0.173
0.185
0.16
1 dh
V dt
0.198
0.158
0.145
0.12
0.133
0
35
70
105
140
Climb Sizing
W CLEAN
2 ( C D )CLEAN
! T
+ 0.012
! W
C Lmax
CLEAN
CGR
CLEAN
(C )
1.2
1.4
1.6
1.8
(C )
0.7680
0.8960
1.0240
1.1520
!C
0.0348
0.0430
0.0525
0.0632
0.1145
0.1200
0.1265
0.1338
Lmax CLEAN
Lmax CLEAN
2
T
W CLEAN
Figure 4.2.1
(T/W) take-off
!
! ( C
0.12
Cl max = 1.8, W/T 0.1338
Cl max = 1.6, W/T 0.1265
Cl max = 1.4, W/T 0.1200
Cl max = 1.2, W/T 0.1145
35
70
(C ) = (C )
Lmax A
Lmax
D0 APPROACH
( C )
D0 TAKEOFF
+ C D0
LANDING
0.13
0.1
Lmax APPROACH
0.14
0.11
max
D0 APPROACH
(CL
! (C )
D APPROACH = 0.072 + 0.0386
140
max
!
T
W APPROACH
0.072 + 0.0386 C Lmax
2M ff
+
0.021
!
C Lmax
CGR
APPROACH
Climb Sizing
(C )
Lmax CLEAN
! (CL
max
) 0.2 (C )
Lmax
!C
! T
W APPROACH
1.8
2.2
2.4
2.8
0.6400
0.7822
0.8533
0.9956
0.0878
0.0956
0.1001
0.1103
0.1955
0.1770
0.1710
0.1628
Figure 4.3.1
(T/W) take-off
0.13
0.12
Cl max = 1.8, W/T 0.1955
Cl max = 2.2, W/T 0.1770
Cl max = 2.4, W/T 0.1710
Cl max = 2.8, W/T 0.1628
0.11
35
70
105
140
W BALKED LANDING
C Lmax
0.097
+
0.439
1.32
= 2M ff
+ 0.034
C Lmax
1.3
(C )
Lmax LANDING
(C )
!C
! T
1.2
0.8
0.4
0
35
70
105
140
1.6
0.14
0.1
(T/W) take-off
Figure 4.3.2
W BALKED LANDING
1.8
2.2
2.4
2.8
1.0651
1.3018
1.4201
1.6568
0.5950
0.8409
0.9823
1.3021
0.7300
0.8380
0.8945
1.0109
RC C D
T
=
+
W requried V
CL
! T
S TO
W required
T
W TO
60
0.08027
0.32368
80
0.06541
0.24796
100
0.05768
0.20373
120
0.05352
0.17523
140
0.05140
0.15572
160
0.05056
0.14184
Figure 5.1
(T/W) take-off
0.4
!
In order to estimate cruise speed values it is
suggested to use following set of equations:
5.01
(C )
D CLEAN = 0.012 + 0.0386C
M = 0.85
!
AR = 10
e = 0.85
2
L
W
1
V 2
T
S
= C D0 2
+
!
W
W required
1
A Re V 2
2
S
Taking into account the compressibility effects it
could be shown that correction for drag coefficient of
0.0005 should be used, also the cruise speed is may
related as:
5.03 [1]
!
1
1
V 2 = PM 2 = 251.84 psf
2
2
0.32
0.24
0.16
T/W required
T/W take-off
0.08
50
77.5
105
132.5
160
Discussion
6. Discussion
To conclude conducted evaluation it was suggested
to export final results in term of the following set of
tables.
References
7.
REFERENCES
Appendix
8. Appendix
Typical
fuel fractions
for non-fuel intensive
mission
segments
Table
8.04 Suggested
Mission
Fuel
Fractions
engine
start
and
warm-up
taxi
landing,
taxi
Climb and
and
take- acceleration
shutoff
to cruise descent down
homebuilts
single engine piston
props
0.998
0.998
0.998
0.995
0.995
0.995
0.995
0.997
0.998
0.992
0.993
0.993
0.992
0.996
0.996
0.990
0.992
0.992
agricultural
0.996
0.995
0.996
0.998
0.999
0.998
business jets
0.990
0.995
0.995
0.980
0.990
0.992
regional turboprops
0.990
0.995
0.995
0.985
0.985
0.995
transport jets
0.990
0.990
0.995
0.980
0.990
0.992
military trainers
0.990
0.990
0.990
0.980
0.990
0.995
fighters
military patrol, bombers
and transport
flying boats,
amphibians and float
planes
0.990
0.990
0.990
0.96 - 0.9
0.990
0.995
0.990
0.990
0.995
0.980
0.990
0.992
0.992
0.990
0.996
0.985
0.990
0.990
supersonic aircraft
0.990
0.995
0.995
0.92 - 0.87
0.985
0.992
aircraft type
!
Maximum
lift coefficient values for different a/c categories (clean configuration
take
off and
landing
high-lift (E):
devices)
Breguet
formulas
for with
rangedeployed
(R) and
endurance
Table
8.05
Suggested
Coefficient
of Lift and Drag
CLmax clean
p
Wstart
L
.
lnmin
max
g.c
p cruise D cruise Wend
CLmax take-off
homebuilts
V piston
L
single
R engine
.props
=
j cruise
twin engine
props
g.c
jet
!
9.
787-8
787-9
787-10
LB
503,500
555,000
555,000
KG
228,384
251,744
251,744
LB
502,500
553,000
553,000
KG
227,930
250,837
250,837
LG
380,000
425,000
445,000
KG
172,365
192,777
201,848
LB
355,000
400,000
425,000
KG Boeing 787
161,025
181,437
US
GALLON
33,528
Page192,777
13 of 18
Date: 07 November 2013
33,384
33,384
LITER
126,917
126,372
Drainable
Trapped
Total
U.S. Gallons
5,570
22,200
33,340
1.3
1.9
1.3
1.9
1.6
2.2
1.6
2.6
regional turboprops
1.5
1.9
1.7
2.1
1.9
3.3
transport jets
1.2
1.8
1.6
2.2
1.8
2.8
military trainers
1.2
1.8
1.4
2.0
1.6
2.2
fighters
military patrol, bombers and
transport
flying boats, amphibians and
float planes
1.2
1.8
1.4
2.0
1.6
2.6
1.2
1.8
1.6
2.2
1.8
3.0
1.2
1.8
1.6
2.2
1.8
3.4
aircraft
! supersonic
Version1
1.2
1.8
1.6
2.0
1.8
2.2
U.S. Gallons
32.4
72.4
104.8
W
aircraft type
Cp
8-10
0.5 - 0.7
0.8
8-10
0.5 - 0.7
0.82
Agricultural
5-7
0.5 - 0.7
0.82
Statistical
and-stall speed business jetsrelationship between
10-12 landing
0.5 -distance
0.9
regional turboprops
2
0.4 - 0.6
0.5 - 0.9
0.5 - 0.9
0.4 - 0.6
0.82
0.6 - 1.4
0.5 - 0.7
0.82
preliminary
polar
13-15
0.5 - drag
0.9 estimation
0.4 - 0.7
0.82
transport jets
13-15
fighters
Kilograms*
98
219
317
Cj
1 1 [lbs/hr/lbs] [lbs/hr/hp]
1 1
W
W Wp
L/D
TOPjet = . .
.
TOPprop = . .
.
S
T
C
S
P
C
homebuilt
0.6 - 0.8 TO 0.7 TO
TO TO 8-10
L max
Lmax
Unusable Fuel
Pounds*
Liters
217
122.6
485
274.1
702
396.7
4-7
0.85
as function
skin
friction coefficient
and the
10-12 of the
0.5 equivalent
- 0.9
0.5
- 0.7
0.82
wetted
area/reference
lifting
surface
area
ratio:
supersonic aircraft
4-6
0.7 - 1.5
-
S wet
CD 0 = C
fe
Loiter
data
S
aircraft type
L/D
Cj
Cp
[lbs/hr/lbs] [lbs/hr/hp]
* Fuel Density is 6.7 Pounds / U.S. Gallon and 0.8 Kilograms / Liter
homebuilt
10-12
0.5 - 0.7
10-12
0.5 - 0.7
0.7
9-11
0.5 - 0.7
0.72
0.72
0.6
Agricultural
8-10
0.5 - 0.7
Version1
business jets
12-14
0.4 - 0.6
For other airspeed limits, see the appropriate EASA approved Airplane Flight Manual
(See Section IV Note 1)
regional turboprops
14-16
0.5 - 0.7
0.77
transport jets
14-18
0.4 - 0.6
military trainers
10-14
0.4 - 0.6
0.5 - 0.7
0.77
6-9
0.6 - 0.8
0.5 - 0.7
0.77
Cruise data
Takeoff
parameter definition for jet and propeller a/c
L
military
trainers
Kilograms*
16,868
67,229
100,965
2.0
1.6 D loiter
2.5 Wfinish
Vg.c j loiter
1.8
126,372
Usable Fuel
Liters
37,319
21,085
148,740
84,036
223,378
126,206
Pounds*
PRELIMINARY
prop
1.4
Tanks
Main L or R
Center
Total
1.4
1.8
business jets
Fluid Capacities
1.3E
1.9
1.2
1.3
CHARACTERISTICS
1.8
1.9
1.8
CLmax land
. max
ln start
min
D loiter Wfinish
loiter
1.2
2.0
agricultural
Airplane Characteristics
1.2
W
ln 1.3 start
D
Wend
cruise 1.2
1
g.c j
R proptype
=
aircraft
fighters
regional turboprops
11-13
0.4 - 0.6
transport jets
13-15
0.5 - 0.9
0.85
-
military trainers
8-10
0.5 - 0.9
0.4 - 0.6
0.82
fighters
4-7
0.6 - 1.4
0.5 - 0.7
0.82
13-15
0.5 - 0.9
0.4 - 0.7
0.82
10-12
0.5 - 0.9
0.5 - 0.7
0.82
4-6
0.7 - 1.5
Appendix
supersonic aircraft
Loiter data
aircraft type
homebuilt
10-12
0.5 - 0.7
10-12
0.5 - 0.7
0.7
9-11
0.5 - 0.7
0.72
0.6
0.72
Agricultural
8-10
0.5 - 0.7
business jets
12-14
0.4 - 0.6
regional turboprops
14-16
0.5 - 0.7
0.77
transport jets
14-18
0.4 - 0.6
military trainers
10-14
0.4 - 0.6
0.5 - 0.7
0.77
fighters
Cj
Cp
[lbs/hr/lbs] [lbs/hr/hp]
L/D
6-9
0.6 - 0.8
0.5 - 0.7
0.77
14-18
0.4 - 0.6
0.5 - 0.7
0.77
13-15
0.4 - 0.6
0.5 - 0.7
0.77
7-9
0.6 - 0.8
supersonic aircraft
=C
/S
Cfe - subsonic
D0 transport
fe wet
Civil
Civil transport
0.0030
Bomber
Version1
0.0030
Bomber
0.0030
Airforce
fighter
Airforce fighter
0.0035
0.0035
Navy fighter
Navy
fighter
0.0040
0.0040
0.0025
0.0025
0.0055
0.0045
Light
aircraft
twin engine
Propeller
seaplane
0.0065
0.0045
Jet seaplaneseaplane
Propeller
0.0040
0.0065
Jet seaplane
0.0030
2
0.0055
!
Figure 8.01
0.0040
Correction factors for CD0 and Oswald factor at take off and landing
Correction factors for CD0 and Oswald factor at take off and landing
Clean configuration
Take-off flaps
0.010 - 0.020C
0.05
Landing flaps
0.055 - 0.075
0.10
Undercarriage*
0.015 - 0.025
D0
Clean configuration
! Take-off flaps
0.010 - 0.020
Landing flaps
Climb rate formulas
Undercarriage*
Climb rate
0.05
0.055 - 0.075
0.10
0.015 - 0.025
: c = V(T-D)/W = Pa-Pr/W
Climb rate W
formulas
. 2
T C W2 1
p .Pbr
c = D .
S
c
=
c=
p .Pbr
CL3 / 2
W
. 2
3S/ 2
CL
.
CD
maximum for
T C W2 1
c = D .
W CL S C L
C =
3C Ae
and
C = 4C
Appendix
!
Figure 8.03
!
Figure 8.05
!
Figure 8.04
!