EE6900 Flight Management Systems

“Flight Dynamics – Part 2”

Dr. Maarten Uijt de Haag

Ohio University
Flight Management – Typical
Position,
velocities,
vert speed,
Inertial pitch, roll, Air Navigation
Reference heading, Data Receivers
accels

Altitude,
Init data, flight speeds, Freq, range, bearing, LOC deviation,
Initial temperatures GPS position, GPS GS, time
plans, clearance,
position
weather
Data Tuning cmds
Link Fuel weight,
engine thrust
Flight Engine and
Data entry,
display data Management Thrust limits Fuel Systems
Flight ID, aircraft
MCDU state, trajectory
Flight plan & Roll axis cmds,
Map scale, path, nav pitch axis cmds,
display data, route thrust axis cmds Trajectory
selections data, HIS data conflicts
Tactical cmds,
Aircraft modes
Surveillance
Displays Systems
Flight
Controls

2
 Summary Part 1
𝑚𝑉 = 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑚𝜓𝑉𝑐𝑜𝑠 𝛾 = 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑚𝛾𝑉 = 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ
𝑚 = −𝜂 𝑉 𝑇 𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
Only considering
𝑔
translational motion 𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
(ignoring the rotational 𝑊𝑉
motion or angular ℎ = 𝑉𝑠𝑖𝑛(γ)
moments) 𝑟 = 𝑉𝑐𝑜𝑠 γ
𝑊 = −𝜂 𝑉 𝑇

3DOF 3D Equations of Motion

3
 Climb/Descend Flight
𝑔 𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾) 𝑉= 𝑇 − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊 𝑊
𝑔 𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾) 𝛾= 𝑇𝛼 + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉 𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ) Assume: ℎ
Sufficiently small angle of attack ℎ = 𝑉𝑠𝑖𝑛 γ sin 𝛾 =
𝑟 = 𝑉𝑐𝑜𝑠 γ No banking 𝑉
𝑟 = 𝑉𝑐𝑜𝑠 γ
𝑑𝑉 𝑔
𝑉= = 𝑇 − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾) 10,000ft
𝑑𝑡 𝑊
𝑑𝑉 𝑑ℎ 𝑔
= 𝑇 − 𝐷 − 𝑔𝑠𝑖𝑛 𝛾
𝑑ℎ 𝑑𝑡 𝑊
Rate of Climb or Descent
(ROC/D)
𝑑𝑉 𝑔 𝑔
ℎ= 𝑇−𝐷 − ℎ 8,000ft
𝑑ℎ 𝑊 𝑉 Vertical Speed
𝑉 𝑑𝑉 𝑇−𝐷 𝑉
ℎ= −ℎ
𝑔 𝑑ℎ 𝑊 𝑇 − 𝐷 𝑉𝑎𝑣𝑒
𝑉 𝑑𝑉 𝑇−𝐷 𝑉 𝑊
ℎ 1+ = ℎ= = 𝑉 𝑆 = 𝑅𝑂𝐶/𝐷
𝑔 𝑑ℎ 𝑊 𝑉𝑎𝑣𝑒 𝑑𝑉𝑡𝑟𝑢𝑒
1+
𝑔 𝑑ℎ

4
 Climb/Descend Flight
𝑔
𝑇 − 𝐷 𝑉𝑎𝑣𝑒 𝛾= 𝑇𝛼 + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾) = 0
𝑊 𝑊𝑉
ℎ= = 𝑉 𝑆 = 𝑅𝑂𝐶/𝐷 1
𝑉𝑎𝑣𝑒 𝑑𝑉𝑡𝑟𝑢𝑒 𝐿 = 𝑊𝑐𝑜𝑠 𝛾 = 𝐶𝐿 𝜌𝑉 2 𝑆
1+ 2
𝑔 𝑑ℎ
Acceleration factor

𝑑𝑉𝑡𝑟𝑢𝑒
For climb at constant speed: =0
𝑑ℎ

𝑇 − 𝐷 𝑉 𝑉𝑇 − 𝑉𝐷 ℘𝑡ℎ𝑟𝑢𝑠𝑡 − ℘𝑑𝑟𝑎𝑔
ℎ= = = = 𝑆𝐸𝑃
𝑊 𝑊 𝑊

1 2
ℎ = 𝑉(𝑇 − 𝐷) 𝑊 = 𝑉 𝑇 − (𝐶𝐷 0 + 𝜀𝐶𝐿2 ) 𝜌𝑉 𝑆 𝑊
2 Specific Excess Power
𝑉𝑇 𝐶𝐷 0 𝜌𝑉 3 𝑆 2𝜀𝑊
= − − cos2 (𝛾)
𝑊 2𝑊 𝜌𝑉𝑆

5
Eurocontrol Base of Aircraft Data
(BADA)

1
Defines 𝑓(𝑀) = as the energy share factor, so:
𝑉 𝑑𝑉
1+
𝑔 𝑑ℎ
𝑇−𝐷 𝑉
ℎ = 𝑓(𝑀)
𝑊

More about using this energy share factor later …

𝑉2
Mach number: 𝑀2 = 2
𝑉𝑎

6
 Climb/Descend Flight
1
From previous pages: ℎ = 𝑉(𝑇 − 𝐷) 𝑊 = 𝑉 𝑇 − (𝐶𝐷 0 + 𝜀𝐶𝐿2 ) 𝜌𝑉 2 𝑆 𝑊
2
𝑉𝑇 𝐶𝐷 0 𝜌𝑉 3 𝑆 2𝜀𝑊
= − − cos2 (𝛾)
𝑊 2𝑊 𝜌𝑉𝑆

Assuming constant thrust, and a small flight path angle find the speed at which
we have the best climb-rate:

𝜕ℎ 𝑇 3𝐶𝐷 0 𝜌𝑉 2 𝑆 2𝜀𝑊 4 solutions, but need the

= − + 2 cos2 𝛾 = 0
𝜕𝑉 𝑊 2𝑊 𝜌𝑉 𝑆 positive, real solution

𝑇 ± 𝑇 2 + 12𝐶𝐷 0 𝜀𝑊 2
𝑉=±
3𝐶𝐷 0 𝜌𝑆

7
 Climb/Descend Flight
1
From previous page: ℎ = 𝑉(𝑇 − 𝐷) 𝑊 = 𝑉 𝑇 − (𝐶𝐷 0 + 𝜀𝐶𝐿2 ) 𝜌𝑉 2 𝑆 𝑊
2
𝑉𝑇 𝐶𝐷 0 𝜌𝑉 3 𝑆 2𝜀𝑊
= − − cos2 (𝛾)
𝑊 2𝑊 𝜌𝑉𝑆
1
Constant power: 𝑇𝑉 = constant 𝑇~
𝑉

Assuming constant power, and a small flight path angle find the speed at which
we have the best climb-rate:
𝜕ℎ 3𝐶𝐷 0 𝜌𝑉 2 𝑆 2𝜀𝑊 4 solutions, but need the
=− + 2 cos2 𝛾 = 0
𝜕𝑉 2𝑊 𝜌𝑉 𝑆 positive, real solution

2(𝑊/𝑆) 𝜀
𝑉=
𝜌 3𝐶𝐷 0

8
 Climb/Descend Flight Example

From B787 Flight Crew Operations Manual:

Push –
• FLCH SPD is displayed on the PFD and HUD pitch flight mode annunciator as the pitch mode
• IAS/MACH window
if the IAS/MACH window is blank, the IAS/MACH window opens to the FMC target speed, if valid. If not valid, the
opens to the current speed
• when changing from TO/GA to FLCH:
• ifthethecurrent
current speed is greater than the IAS/MACH window speed, the IAS/MACH window speed changes to
speed
• if the current speed is less than the IAS/MACH window speed, the IAS/MACH window speed does not change
• the autothrottle activates:
–
• thrust limit activates
for climb in THR mode with thrust targeting to reach selected altitude in two minutes; the
is CLB thrust
• for descent – activates in THR mode with thrust targeting to reach selected altitude in two minutes,
followed by HOLD if the thrust levers reach idle

9
 BADA-base Simulation
Constant Speed Climb at Maximum Thrust vs Time
9600

9400

9200

9000
Altitude [ft]

8800

8600

8400

8200

8000

7800
0 5 10 15 20 25 30
Time elapsed [sec]

10
 Turning Flight
𝑚𝑉 = 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑉 = 𝜔𝑅
𝑚𝜓𝑉𝑐𝑜𝑠 𝛾 = 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
= 𝜓𝑅 𝑚𝛾𝑉 = 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝐶. 𝐹. = 𝑚𝜔𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑅
𝑟 = 𝑉𝑐𝑜𝑠 γ
Radius of turn 𝑚 = −𝜂 𝑉 𝑇

𝑇𝑠𝑖𝑛(𝛼) + 𝐿
𝜇
𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇)
Velocity vector 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇

11
 Steady Turning Flight (Level)
0=𝑇−𝐷
𝑉 = 𝜔𝑅
𝑚𝜓𝑉 = 𝐿𝑠𝑖𝑛 𝜇
= 𝜓𝑅 0 = 𝐿𝑐𝑜𝑠(𝜇) − 𝑊
𝐶. 𝐹. = 𝑚𝜔𝑉 ℎ=0
𝑅
𝑟=𝑉
Radius of turn 𝑚 = −𝜂 𝑉 𝑇
𝐿
Now define the load factor: 𝑛 =
𝑊
Steady flight:
𝑉 ≈ 0, 𝛾 ≈ 0
𝑊 1 𝛾2 ≪ 1
𝐿𝑐𝑜𝑠 𝜇 = 𝑊 𝜇 = cos −1 = cos −1
𝛼2 ≪ 1
𝐿 𝑛 𝑇𝛼 ≪ 𝑊

12
 Steady Turning Flight
1 2
0=𝑇−𝐷 𝑇𝑟𝑒𝑞 = 𝐷 = (𝐶𝐷 0 + 𝜀𝐶𝐿2 ) 𝜌𝑉 𝑆
2
𝑉 = 𝜔𝑅
𝑚𝜓𝑉 = 𝐿𝑠𝑖𝑛 𝜇
= 𝜓𝑅 0 = 𝐿𝑐𝑜𝑠(𝜇) − 𝑊
𝐶. 𝐹. = 𝑚𝜔𝑉 ℎ=0
𝑅
𝑟=𝑉
Radius of turn 𝑚 = −𝜂 𝑉 𝑇

2
2𝜀𝐿2 2𝜀 𝑊 2𝜀 2
𝑇𝑟𝑒𝑞 = 𝐷0 + 2 = 𝐷0 + 2 = 𝐷0 + 2 𝑛𝑊
𝜌𝑉 𝑆 𝜌𝑉 𝑆 cos 𝜇 𝜌𝑉 𝑆

1 2𝜀
And thus: 𝜇= cos −1 = cos −1 𝑊
𝑛 𝑇 − 𝐷0 𝜌𝑉 2 𝑆

13
 Steady Turning Flight
0=𝑇−𝐷
𝐿𝑠𝑖𝑛(𝜇)
𝑉 = 𝜔𝑅
𝑚𝜓𝑉 = 𝐿𝑠𝑖𝑛 𝜇 𝜓=
0 = 𝐿𝑐𝑜𝑠(𝜇) − 𝑊 𝑚𝑉
= 𝜓𝑅

𝐶. 𝐹. = 𝑚𝜔𝑉 ℎ=0
𝑅
𝑟=𝑉
Radius of turn 𝑚 = −𝜂 𝑉 𝑇

𝐿𝑠𝑖𝑛(𝜇) 𝑔𝑡𝑎𝑛(𝜇) 𝐿2 − 𝑊 2 𝑔 𝑛2 − 1
𝜓= = = = =
𝑚𝑉 𝑉 𝑚𝑉 𝑉
Forces:
𝐿𝑐𝑜𝑠 𝜇 = 𝑊
𝜇 𝐿
𝑉 𝑉2 𝑇 − 𝐷0 𝜌𝑉 2 𝑆 2𝜀 − 𝑊 2 𝑊
𝑅𝑡𝑢𝑟𝑛 = = 𝜓=
𝜓 𝑔 𝑛2 −1 𝑚𝑉 𝐿2 − 𝑊 2

14
 Change Heading/Track

From B787 Flight Crew Operations Manual:

HDG –
• HDG SEL (engaged) – The airplane is turning to, or is on the heading
selected in the MCP heading/track window
• HDG HOLD (engaged) – The AFDS holds the present heading. If turning,
the AFDS holds the heading reached after rolling wings level
TRK –
• TRK SEL (engaged) – The airplane is turning to, or is on the track selected
in the MCP heading/track window
• TRK HOLD (engaged) – The AFDS holds the present track. If turning, the
AFDS holds the track reached after rolling wings level

15
Flight in a Moving Atmosphere
True
North Aircraft center line
(body x-axis)

𝜉
𝜓
𝛽
𝐯
𝐯𝑤
𝛿
𝐯𝒆
East

𝑉𝑐𝑜𝑠 𝛾 𝑐𝑜𝑠 𝜓 + 𝛽 𝑣𝑤,𝑛

𝐯𝑛 = 𝐯 + 𝐯𝑤 = 𝑉𝑐𝑜𝑠 𝛾 𝑠𝑖𝑛 𝜓 + 𝛽 + 𝑣𝑤,𝑒
𝑉𝑠𝑖𝑛 𝛾 𝑣𝑤,𝑑
𝑣𝑛 𝑉𝑔 𝑐𝑜𝑠 𝜓 + 𝛿
𝐯𝑛 = 𝑣𝑒 = 𝑉𝑔 𝑠𝑖𝑛 𝜓 + 𝛿
𝑣𝑑 𝑣𝑒,3

16
Flight in a Moving Atmosphere
𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾) No sideslip assumed;
𝑊 Only look at wind axes
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ
𝑊 = −𝜂 𝑉 𝑇

ℎ = 𝑉𝑠𝑖𝑛 γ + 𝑤ℎ
Wind variation: 𝑤𝑟 , 𝑤ℎ
𝑟 = 𝑉𝑐𝑜𝑠 γ + 𝑤𝑟

The wind component is typically a

function of location and time

17
 Flight in a Moving Atmosphere
𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾) − 𝑤𝑟 cos 𝛾 + 𝑤ℎ sin(𝛾)
𝑊
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾) + 𝑉1 𝑤𝑟 sin 𝛾 − 𝑤ℎ cos(𝛾)
𝑊𝑉

Where: 𝜕𝑤𝑟 𝜕𝑤𝑟

𝑤𝑟 = 𝑉𝑐𝑜𝑠 𝛾 + 𝑤𝑟 + 𝑉𝑠𝑖𝑛 𝛾 + 𝑤ℎ
𝜕𝑟 𝜕ℎ
𝜕𝑤𝑟 𝜕𝑤ℎ
𝑤𝑟 = 𝑉𝑐𝑜𝑠 𝛾 + 𝑤𝑟 + 𝑉𝑠𝑖𝑛 𝛾 + 𝑤ℎ
𝜕ℎ 𝜕ℎ

18
Flight in a Moving Atmosphere
• Example:
– Constant headwind, no vertical airflow
𝑤𝑟 = −𝑉𝑟 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡, 𝑤ℎ = 0
𝑤𝑟 = 0, 𝑤𝑟 = 0

– Then: 𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ − 𝑉𝑟
𝑊 = −𝜂 𝑉 𝑇

19
Flight in a Moving Atmosphere
• Example:
– Flying underneath a tanker at 𝑉𝑇
– No headwind, downwash with small downwash
angle 𝜀
𝑤𝑟 = 0, 𝑤ℎ = −𝑉𝑇 𝜀 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡
𝑤𝑟 = 0, 𝑤𝑟 = 0

𝑔
– Then: 𝑉=
𝑊
𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛 γ − 𝑉𝑇 𝜀
𝑟 = 𝑉𝑐𝑜𝑠 γ
𝑊 = −𝜂 𝑉 𝑇

20
 TAS versus CAS
• True Airspeed (TAS) ,𝑉

𝛾−1
𝜇
2
𝛾 𝑝 𝑝𝑡 𝛾 1 𝑝 𝑝𝑡 − 𝑝
𝑉 =2 −1 =2 +1 −1
𝛾−1 𝜌 𝑝 𝜇 𝜌 𝑝
𝜇
1 𝑝 𝑞𝑐
=2 +1 −1
𝜇 𝜌 𝑝

𝛾−1 𝛾𝑝
𝑞𝑐 = 𝑞 = 𝑝𝑡 − 𝑝 𝜇= 𝑉𝑎2 =
𝛾 𝜌

21
 TAS versus CAS
• True Airspeed (TAS) ,𝑉
𝛾−1
𝜇
2
𝛾 𝑝 𝑝𝑡 𝛾 1 𝑝 𝑞𝑐
𝑉 =2 −1 =2 +1 −1
𝛾−1 𝜌 𝑝 𝜇 𝜌 𝑝

• Calibrated Airspeed (CAS), 𝑉𝐶

𝛾−1
𝜇
𝛾 𝑝0 𝑝𝑡 𝛾 1 𝑝0 𝑞𝑐
𝑉𝐶2 =2 −1 =2 +1 −1
𝛾 − 1 𝜌0 𝑝0 𝜇 𝜌0 𝑝0

𝛾−1 𝛾𝑝
𝜇= , 𝛾 = 1.4 𝑉𝑎2 =
𝛾 𝜌

22
Conversion to/from CAS from/to TAS

𝜇 𝜇
2
1 𝑝 𝑞𝑐 𝜇𝜌 2 𝑞𝑐
𝑉 =2 +1 −1 1+ 𝑉 = +1
𝜇 𝜌 𝑝 2𝑝 𝑝

1
𝜇𝜌 2 𝜇
𝑞𝑐 = 𝑝 1+ 𝑉 −1
2𝑝
Substitute into equation for CAS
1 𝜇

2
2 𝑝0 𝑝 𝜇𝜌 2 𝜇
𝑉𝑐𝑎𝑠 = 1+ 1+ 𝑉 −1 −1
𝜇 𝜌0 𝑝0 2𝑝

23
Conversion to/from CAS from/to TAS
1
1 𝜇 2
2 𝑝0 𝑝 𝜇𝜌 2 𝜇
𝑉𝑐𝑎𝑠 = 1+ 1+ 𝑉 −1 −1
𝜇 𝜌0 𝑝0 2𝑝

And:
1
1 𝜇 2
2𝑝 𝑝0 𝜇 𝜌0 2 𝜇
𝑉= 1+ 1+ 𝑉𝑐𝑎𝑠 −1 −1
𝜇𝜌 𝑝 2 𝑝0

24
TAS vs CAS: Standard Atmosphere
260

250 CAS = 160kts

240

230

220
V [kts]

210

200

190

180

170

160
0 0.5 1 1.5 2 2.5 3
h [ft] 4
x 10

25
Matlab and Differential Equations
• Matlab is capable of helping you solve
some well-behaved ordinary differential
equations (ODE) using their so-called
ODE solvers.
𝑑𝐱
First-order ODE: 𝐱 ′ ≡ 𝑑𝑡 = 𝑓(𝑡, 𝐱),
Second-order ODE: 𝐱 ′′ = 𝑓(𝑡, 𝐱, 𝐱′),
And 𝐱 (𝑛) = 𝑓(𝑡, 𝐱, … , 𝐱 𝑛−1 )

26
 Our ODEs
• In our case the differential equations are:
𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ 𝑔
𝑊 = −𝜂 𝑉 𝑇 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑉 𝑔
𝜓 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
𝛾 𝑔
𝐱= = = 𝐟 𝑉, 𝜓, 𝛾, ℎ, 𝑟, 𝑊
ℎ 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
𝑟 𝑉𝑠𝑖𝑛(γ)
𝑊 𝑉𝑐𝑜𝑠(γ)
−𝜂 𝑉 𝑇

27
Of course: Simplification is Possible
• For example: steady climb example
𝑉 0 0
𝜓 0 0
𝛾 0 0
𝐱= = = = 𝐟 𝑉, 𝜓, 𝛾, ℎ, 𝑟, 𝑊
ℎ 𝑉𝑠𝑖𝑛(γ) 𝑉(𝑇 − 𝐷) 𝑊
𝑟 𝑉 𝑉
𝑊 0 0

• Of course, T and D are typically a function of

the other variables again, making it necessary
to come up with a numerical solution using an
ODE solver.

28
 In Matlab: define 𝑓(∙)
• For example:
function dxdt = SteadyClimb(t,x)

% Global variables
global ac

% Constants

% Compute T and D

% State vector x = [V; psi; gamma; h; r]

% Equation for dx/dt vector
dxdt = [ 0; ...
0; ...
0; ...
(T-D)*V/(ac.mass.m_ref*G_CONST); ...
V];

return

29
 In Matlab: use ODE solver
% Global variables
global ac
Routine to get
% Load the aircraft model for a B777-200 aircraft
[ac] = LoadAircraftBADA('bada_36\B773__.OPF') parameters from
a configuration
% Define velocity file
V = 280.0;

% Find solution to the differential equation

[t,x] = ode45(@SteadyClimb, [0 30], [V*KTS2MPS;0;0;8000*FT2M;0]);

Initial Conditions
Time span
Function defining the ODE

30
 In Matlab: define 𝑓(∙)
• For example:
function dxdt = SteadyClimb(t,x)

% Global variables
global ac

% Constants

% Compute T and D Uses BADA model

% State vector x = [V; psi; gamma; h; r]
% Equation for dx/dt vector
dxdt = [ 0; ...
0; ...
0; ...
(T-D)*V/(ac.mass.m_ref*G_CONST); ...
V];

return

31
BADA Operations Performance File
CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC B773__.OPF CCCCCCCCCCCCCC/
CC AIRCRAFT PERFORMANCE OPERATIONAL FILE /
CC File_name: B773__.OPF /
CD /
CC====== Actype ======================================================/
CD B773__ 2 engines Jet H /
CC B777-300 wake /
CC source = BOEING Inflt/Report software & various a/c perf.doc /
CC====== Mass (t) ====================================================/
CC reference minimum maximum max payload mass grad /
CD .23760E+03 .15960E+03 .29930E+03 .64900E+02 .82400E-01 /
CC====== Flight envelope =============================================/
CC VMO(KCAS) MMO Max.Alt Hmax temp grad /
CD .33000E+03 .89000E+00 .43100E+05 .32861E+05 -.10200E+03 /
CC====== Aerodynamics ================================================/
CC Wing Area and Buffet coefficients (SIM) /
CCndrst Surf(m2) Clbo(M=0) k CM16 /
CD 5 .42804E+03 .92000E+00 .17400E+00 .00000E+00 /
CC Configuration characteristics /
CC n Phase Name Vstall(KCAS) CD0 CD2 unused /
CD 1 CR Clean .16000E+03 .15700E-01 .42000E-01 .00000E+00 /
CD 2 IC Flap1 .13300E+03 .17300E-01 .48400E-01 .00000E+00 /
CD 3 TO Flap5 .12400E+03 .17500E-01 .52500E-01 .00000E+00 /
CD 4 AP Flap15 .12100E+03 .22500E-01 .49600E-01 .00000E+00 /
CD 5 LD Flap30 .11100E+03 .75600E-01 .46800E-01 .00000E+00 /

32
BADA Operations Performance File

MTOW = Maximum Take-Off Weight 33

BADA Operations Performance File

ℎ𝑚𝑎𝑥,𝑎𝑐𝑡𝑢𝑎𝑙 = 𝑚𝑖𝑛 ℎ𝑀𝑂 , ℎ𝑚𝑎𝑥 + 𝐺𝑡 Δ𝑇 − 𝐶𝑇𝑐,4 + 𝐺𝑤 (𝑚𝑚𝑎𝑥 − 𝑚𝑎𝑐𝑡𝑢𝑎𝑙 )

𝛥𝑇𝑒𝑓𝑓 = 𝛥𝑇 − 𝐶𝑇𝑐,4 and 𝛥𝑇 is the deviation from the standard

temperature

MTOW = Maximum Take-Off Weight 34

BADA Operations Performance File
CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC B773__.OPF CCCCCCCCCCCCCC/
CC AIRCRAFT PERFORMANCE OPERATIONAL FILE /
CC File_name: B773__.OPF /
CD /
CC====== Actype ======================================================/
CD B773__ 2 engines Jet H /
CC B777-300 wake /
CC source = BOEING Inflt/Report software & various a/c perf.doc /
CC====== Mass (t) ====================================================/
CC reference minimum maximum max payload mass grad /
CD .23760E+03 .15960E+03 .29930E+03 .64900E+02 .82400E-01 /
CC====== Flight envelope =============================================/
CC VMO(KCAS) MMO Max.Alt Hmax temp grad /
CD .33000E+03 .89000E+00 .43100E+05 .32861E+05 -.10200E+03 /
CC====== Aerodynamics ================================================/
CC Wing Area and Buffet coefficients (SIM) /
CCndrst Surf(m2) Clbo(M=0) k CM16 /
CD 5 .42804E+03 .92000E+00 .17400E+00 .00000E+00 /
CC Configuration characteristics /
CC n Phase Name Vstall(KCAS) CD0 CD2 unused /
CD 1 CR Clean .16000E+03 .15700E-01 .42000E-01 .00000E+00 /
CD 2 IC Flap1 .13300E+03 .17300E-01 .48400E-01 .00000E+00 /
CD 3 TO Flap5 .12400E+03 .17500E-01 .52500E-01 .00000E+00 /
CD 4 AP Flap15 .12100E+03 .22500E-01 .49600E-01 .00000E+00 /
CD 5 LD Flap30 .11100E+03 .75600E-01 .46800E-01 .00000E+00 /

35
BADA Operations Performance File

1
𝐷 = 𝐶𝐷0 + 𝜀𝐶𝐿2 𝑞𝑆 = 𝐶𝐷0 + 𝐶𝐷2 𝐶𝐿2 𝜌𝑉 2 𝑆
2

36
BADA Operations Performance File
CC Spoiler /
CD 1 RET /
CD 2 EXT .00000E+00 .00000E+00 /
CC Gear /
CD 1 UP /
CD 2 DOWN .20000E-01 .00000E+00 .00000E+00 /
CC Brakes /
CD 1 OFF /
CD 2 ON .00000E+00 .00000E+00 /
CC====== Engine Thrust ===============================================/
CC Max climb thrust coefficients (SIM) /
CD .42577E+06 .48987E+05 .66146E-10 .94600E+01 .67981E-02 /
CC Desc(low) Desc(high) Desc level Desc(app) Desc(ld) /
CD .00000E+00 .00000E+00 .10000E+05 .80000E-01 .45000E+00 /
CC Desc CAS Desc Mach unused unused unused /
CD .31000E+03 .84000E+00 .00000E+00 .00000E+00 .00000E+00 /
CC====== Fuel Consumption ============================================/
CC Thrust Specific Fuel Consumption Coefficients /
CD .87843E+00 .36897E+04 /
CC Descent Fuel Flow Coefficients /
CD .27672E+02 .75670E+05 /
CC Cruise Corr. unused unused unused unused /
CD .98800E+00 .00000E+00 .00000E+00 .00000E+00 .00000E+00 /
CC====== Ground ======================================================/
CC TOL LDL span length unused /
CD .37500E+04 .18300E+04 .60930E+02 .73080E+02 .00000E+00 /
CC====================================================================/
/
37
BADA Operations Performance File

38
BADA Operations Performance File
• Jet engine thrust model:
– Maximum climb, take-off thrust
ℎ
𝑇maxclimb,𝐼𝑆𝐴 = 𝐶𝑇𝑐,1 1 − + 𝐶𝑇𝑐.3 ℎ2
𝐶𝑇𝑐,2
𝑇maxclimb = 𝑇maxclimb,𝐼𝑆𝐴 1 − 𝐶𝑇𝑐,5 Δ𝑇𝑒𝑓𝑓

where: Δ𝑇𝑒𝑓𝑓 = Δ𝑇 − 𝐶𝑇𝑐,4 and Δ𝑇 is the deviation from

the standard temperature

– Descent thrust – low and high altitudes:

𝑇descend,low = 𝐶𝑇𝑑𝑒𝑠,𝑙𝑜𝑤 𝑇maxclimb
𝑇descend,high = 𝐶𝑇𝑑𝑒𝑠,ℎ𝑖𝑔ℎ 𝑇maxclimb

And more … see BADA 3.10 User’s manual 39

BADA Operations Performance File
CC Spoiler /
CD 1 RET /
CD 2 EXT .00000E+00 .00000E+00 /
CC Gear /
CD 1 UP /
CD 2 DOWN .20000E-01 .00000E+00 .00000E+00 /
CC Brakes /
CD 1 OFF /
CD 2 ON .00000E+00 .00000E+00 /
CC====== Engine Thrust ===============================================/
CC Max climb thrust coefficients (SIM) /
CD .42577E+06 .48987E+05 .66146E-10 .94600E+01 .67981E-02 /
CC Desc(low) Desc(high) Desc level Desc(app) Desc(ld) /
CD .00000E+00 .00000E+00 .10000E+05 .80000E-01 .45000E+00 /
CC Desc CAS Desc Mach unused unused unused /
CD .31000E+03 .84000E+00 .00000E+00 .00000E+00 .00000E+00 /
CC====== Fuel Consumption ============================================/
CC Thrust Specific Fuel Consumption Coefficients /
CD .87843E+00 .36897E+04 /
CC Descent Fuel Flow Coefficients /
CD .27672E+02 .75670E+05 /
CC Cruise Corr. unused unused unused unused /
CD .98800E+00 .00000E+00 .00000E+00 .00000E+00 .00000E+00 /
CC====== Ground ======================================================/
CC TOL LDL span length unused /
CD .37500E+04 .18300E+04 .60930E+02 .73080E+02 .00000E+00 /
CC====================================================================/
/
40
BADA Operations Performance File

𝑓𝑛𝑜𝑚𝑖𝑛𝑎𝑙 = 𝜂𝑇 𝑊 = −𝜂𝑇

Nominal fuel flow in [kg/min] 𝑉

𝜂 = 𝐶𝑓1 1+
𝐶𝑓2

41
BADA Operations Performance File

ℎ
During IDLE (no thrust) descend: 𝑓𝑚𝑖𝑛 = 𝐶𝑓3 1−
𝐶𝑓4
During Cruise: 𝑓𝑐𝑟𝑢𝑖𝑠𝑒 = 𝐶𝑓𝑐𝑟 𝜂𝑇

42
 BADA Energy Share Factor
1
Defines 𝑓(𝑀) = as the energy share factor, so:
𝑉 𝑑𝑉
1+ 𝑇−𝐷 𝑉
𝑔 𝑑ℎ ℎ = 𝑓(𝑀)
𝑊
• Constant Mach above tropopause: 𝑓 𝑀 = 1
𝛾𝑅𝑎0 T−ΔT −1
• Constant Mach below tropopause: 𝑓 𝑀 = 1 + 𝑀2
2𝑔0 T
• Constant CAS below tropopause: see BADA 3.10 manual
• Constant CAS above tropopause: see BADA 3.10 manual
• Otherwise, acceleration in climb: 𝑓 𝑀 = 0.3
• Deceleration in descent: 𝑓 𝑀 = 0.3
• Deceleration in climb: 𝑓 𝑀 = 1.7
• Acceleration in descent: 𝑓 𝑀 = 1.7

Note: in BADA manual 𝜅 = 𝛾, 𝛽𝑇,< = 𝑎0 , and 𝛽𝑇,> = 𝑎1 43

 BADA Energy Share Factor

Note: in BADA manual 𝜅 = 𝛾, 𝛽𝑇,< = 𝑎0 , and 𝛽𝑇,> = 𝑎1 44

 Take-off

𝑉𝑅 - rotation speed: speed at which you rotate to some pitch attitude angle
𝑉𝐿𝑂𝐹 - lift-off speed: speed at which the aircraft will lift off
After lift-off the 𝛾 will gradually increase from 0 to a constant value at ℎ𝑠𝑐𝑟𝑒𝑒𝑛
𝑉2 - take-off safety speed

45
 Federal Aviation Regulation (FAR)
Categories: Airworthiness Standards
Propellers
Part 35
Engines
Normal, Utility,
Part 33
Acrobatic, Commuter
category Aircraft Manned Free Balloons
Part 23 Part 31

Transport Transport Category

Part 25 Normal Category Rotorcraft
Rotorcraft Part 29
Part 27

46
 Take-off – Part 25

See 25.103 for details at www.faa.gov

47
Take-off: Equations of Motion

48
 Take-off: Equations of Motion

𝑁𝑛 - nose gear reaction force

𝜇𝑔 𝑁𝑛 nose wheel friction
“ground friction coefficient”
𝑁𝑚 - main gear reaction force
𝜇𝑔 𝑁𝑚 main gear friction

49
Friction Coefficients
𝑁𝑛 - nose gear reaction force
𝜇𝑔 𝑁𝑛 nose wheel friction
“ground friction coefficient”
𝑁𝑚 - main gear reaction force
𝜇𝑔 𝑁𝑚 main gear friction

50
 Take-off: Equations of Motion

𝐿𝑔 + 𝑁𝑛 + 𝑁𝑚 = 𝑊𝑐𝑜𝑠𝜙𝑔 ≈ 𝑊
𝑊 𝑑𝑉
𝐹 = 𝑚𝑎 = = 𝑇 − 𝐷𝑔 − 𝜇𝑔 𝑁𝑛 − 𝜇𝑔 𝑁𝑚 − 𝑊𝑠𝑖𝑛𝜙
𝑔 𝑑𝑡
≈ 𝑇 − 𝐷𝑔 − 𝜇𝑔 𝑁𝑛 − 𝜇𝑔 𝑁𝑚 − 𝑊𝜙

51
Take-off: Equations of Motion

𝑑𝑉 𝑔
= 𝑇 − 𝐷𝑔 − 𝜇𝑔 𝑊 + 𝜇𝑔 𝐿𝑔 − 𝑊𝜙
𝑑𝑡 𝑊
𝑑𝑉 𝑇 𝐶𝐷𝑔 − 𝜇𝑔 𝐶𝐿𝑔 𝑞
=𝑔 − 𝜇𝑔 − − 𝜙 = 𝑎𝑔
𝑑𝑡 𝑊 𝑊 𝑆
52
 Ground Effect on Drag and Lift
• Flying close to a surface increases air pressure on
the lower wing surface (the ram or cushion effect)
• Wingtip vortices are a major cause of induced drag
and are reduced (decrease in air acceleration
close to ground)

53
 Ground Roll Distance
𝑑𝑆𝐺
Assume head/tail wind: = 𝑉 ± 𝑉𝑤
𝑑𝑡
𝑉 ± 𝑉𝑤
𝑑𝑆𝐺 = 𝑑𝑉
𝑎𝑔

𝑉𝐿𝑂𝐹 𝑉𝐿𝑂𝐹
𝑉 ± 𝑉𝑤 𝑉 ± 𝑉𝑤
𝑑𝑆𝐺 = 𝑑𝑉 = 𝑑𝑉
𝑎𝑔
±𝑉𝑤 ±𝑉𝑤
𝑇 𝐶𝐷𝑔 − 𝜇𝑔 𝐿𝑔 𝑞
𝑔 − 𝜇𝑔 − −𝜙
𝑊 𝑊 𝑆

54
Ground Roll Distance
Numerical Solution

55
 Take-off: Transition

𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊 Only difference:
𝑔 Drag and lift coefficients
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉 must be calculated in the
ℎ = 𝑉𝑠𝑖𝑛(γ) ground effect
𝑟 = 𝑉𝑐𝑜𝑠 γ

56
Take-off: Transition Distance

𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉

57
 Take-off: Climb-out

𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊 Only difference:
𝑔 Drag and lift coefficients
0= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉 must be calculated in the
ℎ = 𝑉𝑠𝑖𝑛(γ) ground effect
𝑟 = 𝑉𝑐𝑜𝑠 γ

58
 Landing Phase

𝑉𝑎 = 𝑉𝑟𝑒𝑓 = 1.3𝑉𝑆0
50ft
See: FAR 25.125 59
Landing Phase: Approach and LDES

𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ

60
Landing Phase: Approach and LDES

𝑔
0= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
0= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉
ℎ = 𝑉𝑠𝑖𝑛(γ)
𝑟 = 𝑉𝑐𝑜𝑠 γ

61
Landing Phase: Transition

𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾) Drag and lift
𝑊
𝑔 coefficients must
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉 be calculated in
ℎ = 𝑉𝑠𝑖𝑛(γ) the ground effect
𝑟 = 𝑉𝑐𝑜𝑠 γ

62
Landing Phase: Transition Distance

𝑔
𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 − 𝑊𝑐𝑜𝑠(𝛾)
𝑊𝑉

63
Landing Phase: Roll-Out

64
 Landing Phase: Roll-Out

𝐿𝑔 + 𝑁𝑛 + 𝑁𝑚 = 𝑊𝑐𝑜𝑠𝜙𝑔 ≈ 𝑊
𝑊 𝑑𝑉
𝐹 = 𝑚𝑎 = = 𝑇 − 𝐷𝑔 − 𝜇𝑔 𝑁𝑛 − 𝜇𝑔𝑏𝑟𝑎𝑘𝑒 𝑁𝑚 − 𝑊𝑠𝑖𝑛𝜙
𝑔 𝑑𝑡
≈ 𝑇 − 𝐷𝑔 − 𝜇𝑔 𝑁𝑛 − 𝜇𝑔𝑏𝑟𝑎𝑘𝑒 𝑁𝑚 − 𝑊𝜙

ground braking friction coefficient

65
Ground Braking Friction Coefficient

66
 Landing Phase: Roll-Out

𝑑𝑉 𝑔
= 𝑇 − 𝐷𝑔 − 𝜇𝑔𝑏𝑟𝑎𝑘𝑒 𝑊 + 𝜇𝑔𝑏𝑟𝑎𝑘𝑒 𝐿𝑔 + 𝑁𝑛 (𝜇𝑔𝑏𝑟𝑎𝑘𝑒 − 𝜇𝑔 ) − 𝑊𝜙
𝑑𝑡 𝑊
𝑑𝑉 𝑇 𝐶𝐷𝑔 − 𝜇𝑔𝑏𝑟𝑎𝑘𝑒 𝐿𝑔 𝑞 𝑁𝑛
=𝑔 − 𝜇𝑔 − + (𝜇 − 𝜇𝑔 ) − 𝜙
𝑑𝑡 𝑊 𝑊 𝑆 𝑊 𝑔𝑏𝑟𝑎𝑘𝑒
= 𝑎𝑔

67