Flight Vehicle Terminology

1.0 Axes Systems

There are 3 axes systems which can be used in Aeronautics, Aerodynamics & Flight
Mechanics:
• Ground Axes – G(x0, y0, z0)
• Body Axes – G(x, y, z)
• Aerodynamic Axes – G(xa, ya, za)

1.1 Ground Axes

(x0, y0, z0) are an orthogonal set of forces obeying the right hand rule.
z0 is in the vertical plane of symmetry normal to the datum axis where positive is
down.

1.2 Body Axes

(x, y, z) are an orthogonal set of forces obeying the right hand rule.
• x is along the model datum axis positive forward
• y side force is normal to the vertical plane of symmetry positive to
starboard
• z is in the vertical plane of symmetry normal to the datum axis positive
down

1.3 Aerodynamic Axes

• xa is along the velocity vector v with the same direction
• ya is the same as body axes
• za is in the vertical plane of symmetry normal to the aerodynamic axis
positive down

2.0 Angles
2.1 From Aerodynamics Axes to Body Axes Systems

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 Flight Vehicle Terminology

2.2 From Ground Axes to Body Axes Systems

Three rotations are required in the following order:
• Ψ rotation around Gz0 ; (Gx0, Gy0) => (GX, GY)
Ψ is called the azimuth angle
• θ rotation around GY ; (Gz, Gz0) => (Gx, Gz)
θ is called the pitch angle
• φ rotation around Gx ; (GY, GZ) => (Gy, Gz)
φ is called the roll angle

3.0 Forces & Moments

3.1 Body Axes
(X, Y, Z) are an orthogonal set of forces obeying the right hand rule.
• X is along the model datum axis positive forward
• Y side force is normal to the vertical plane of symmetry positive to
starboard
• Z is in the vertical plane of symmetry normal to the datum axis positive
down
Q, m, n are the moments about each of these axes defined as positive clockwise
looking along the positive direction of the force.
• lB rolling moment, positive starboard (RH) side down.
• mB pitching moment, positive nose up
• nB yawing moment, positive nose to starboard

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 Flight Vehicle Terminology

However, it is more convenient to use:

A (= -X), axial force positive rearwards
N (= -Z), normal force positive upwards

3.2 Aerodynamic Axes

• Y is the same as body axes
• N is resolved into L (lift)
• A is resolved into D (drag)
• L is in the vertical plane of symmetry normal to the free stream
• D is normal to the (L, Y) plane
• l is the moment about the D axis
• m is the same as body axes (pitching moment, positive nose up)
• n is the moment about the L axis

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 Flight Vehicle Terminology

4.0 Aircraft
Main components of the
aircraft:

(1) Wing

(2) Fuselage

(3) HTP
(Horizontal Tail Plan)

(4) VTP
(Vertical Tail Plan)

(5) Engine (Duct)

4.1 Wings
While the fuselage may be the part of the airplane of greatest concern to the
passengers, the wing is certainly the most important to the aerodynamics of the
airplane.
Aerodynamically, it is the heart of the airplane. Most of the aerodynamic behaviour
of the aircraft will depend on how the designer configures the wing.

4.1.1 Geometrical Parameters

b = span
c = chord

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 Flight Vehicle Terminology

Wing Area, S
This is the gross projected area of the wing, including any fuselage area (in
projected plan) cut off by the leading edge and the trailing edge, continued to the
fuselage centreline.

Aspect Ratio, AR


 = 

Mean Chord, c
If the chord varies across the span, due to taper or curved
leading & trailing edges, the mean chord is often used.

̅=

c could also be calculated by the following formulas:
 
1  1 
c = cy. dy OR c = c  y. dy
b  S 
 

Taper Ratio, λ
This is the ratio between the tip chord of the wing and the
chord at the root, taken on the fuselage centreline.

=
 !!

Sweep Angle, " or ϕ

One of the first breakthrough’s that allowed for high critical mach numbers was
the idea of wing sweep. If a wing is swept aft (towards rear), only a component of
the velocity of the air will flow over it chord wise. Another component will flow
span wise along the wing. This allows the airplane to fly at a higher mach number,
while the wing’s airfoil only “sees” a portion of this speed.

Note: The wing’s low-speed performance is degraded by sweep. Remember

that a significant part of the air velocity is now flowing span wise and not
contributing to lift. This will raise the stall speed and the resulting take-off
and landing distance over an equivalent straight wing.

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 Flight Vehicle Terminology

There are 3 different types of sweep angles:

• ϕA is ϕ at the Leading Edge (LE)
• ϕB is ϕ at the Trailing Edge (TE)
• ϕ25 is the sweep angle at 25% of the chord

Dihedral Angle, δ
This is the angle at which each wing is set relative to the line at right angles to the
fin, in the front view of the aircraft. For dihedral angle to be positive, the wing tip
is higher than the wing root. If the tip is below the root, the wing is said to be
‘Anhedral’

Dihedral wings provide lateral stability from the upward component of the
relative lateral velocity resulting from the sideslip.
The figure above shows an airplane with dihedral wings. If it were side slipping to
the right, as shown, a component of the relative wind would be acting inbound
against the right wing. A component of this velocity would be acting against the
bottom of the wing, tending to roll it to the left. Thus a roll to the right tends to
slip the airplane to the right, but with dihedral, an opposite moment is created to
level the wings and arrest the slip.

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 Flight Vehicle Terminology

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 Flight Vehicle Terminology

4.1.2 Wing Geometry

Wings can be classified into 3 categories according to the sweep angle and the
aspect ratio (AR):
• a High to Medium AR with a low sweep angle
• b Medium AR with a medium sweep angle
• c Low AR with a High sweep angle

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 Flight Vehicle Terminology

These 3 categories correspond to a Mach number (M) range for airplanes, i.e.
• Subsonic Airplanes M < 0.6
• Transonic Airplanes 0.7 < M < 0.9
• Supersonic Airplanes M > 1.2

Consider the following examples for the 3 categories of wings:

a – High to Medium AR with low sweep angle

Rectangular Wing:

Trapezoid Wing:

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 Flight Vehicle Terminology

Elliptic Wing: Biplane:

b – Medium AR with a medium sweep angle

c – Low AR with a high sweep angle

High Sweep Angle:

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 Flight Vehicle Terminology

Δ (Delta) Wing:

“Spearhead” Wing:

“Gothic” Wing:

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 Flight Vehicle Terminology

4.1.3 Devices On A Wing

Slots & Slats
A more common device found in the leading edge is the slot. This device allows
air to flow from the lower surface to the upper surface at high angles of attack.
The higher pressure air from the lower surface has more energy, which will delay
the separation of the airflow on the top surface and thus, the onset of stall. It is
another way of achieving higher lift at low speed.
The disadvantage of the slot is that it creates excessive drag at lower angles of
attack which are associated with normal cruise speeds. A way of avoiding this
situation is to have a leading edge section that will open into a slot at low speed,
but close at high speed. Such a device is called a slat.

Flaps
The flap is a high lift device. The flap is a movable portion of the airfoil which is
deflected through some angle from the original chord position to yield a higher
camber.

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 Flight Vehicle Terminology

(1) Ailerons, deflection angle δa

Produces a rolling moment

(2) Lifting Flaps, deflection angle δF

High lift device

(3) Nose Flaps, deflection angle δN

High lift device

(4) Airbrakes, deflection angle δx

(5) Spoilers, deflection angle δs

Control of the lift

Roll control

4.2 Airfoil or Wing Section

Chord, c
The chord is the length of the chord line cut off or enclosed by the section. It is
obviously equal to the distance between the leading and trailing edges.

Camberline or Mean Line

This is the line, each point of which is an equal distance from the upper & lower
surfaces
This can be shown in the following geometric definitions:

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 Flight Vehicle Terminology

Thickness, t
This is the maximum length of a line measured perpendicularly (at a right angle) to
the camberline. It is the maximum distance between the upper & lower surfaces.

Thickness/ Chord Ratio, t/c

This is an important parameter to describe the shape of the aerofoil. It is given as a
percentage.

Camber
This is the maximum distance of the camber line from the chord line. If the distance
is δ then the camber is usually the ratio:
#
as a percentage

5.0 Flow Types

5.1 Continuous Flow
In order to predict the flow regime which is a function of altitude & velocity, a
similarity parameter called the Knudsen number (Kn) is often used. This governing
parameter is the ratio of the average mean free path, λ, which can be defined as the
average distance that a molecule travels between 2 successive collisions and a
.
characteristic length, L, of the flow field. ,- = /
When Kn is very small the fluid is assumed to be continuous, even though it consists
of discrete molecules. It is in continuous flow.
,- ≪ 1 , 2 ≤ 80,6

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 Flight Vehicle Terminology

5.2 Dependant Flows

Time Dependence
Steady Flows
A steady flow is one in which the conditions (velocity, pressure & cross-section) may
differ from point to point but do not change with time.

Unsteady Flows
If at any point in the fluid, the conditions change with time, the flow is described as
unsteady.
In practice there are always slight variations in the velocity & pressure, but if the
average values are constant the flow is considered as steady.

Quasi-Steady Flows
In quasi-steady flows the time scale t < ∞ but the changes are so slow that any
inertia effects maybe neglected.

Space Dependence
Uniform Flow
If the flow velocity is the same magnitude & direction at every point in the fluid it is
said to be uniform.

Non-Uniform Flow
If at a given instant, the velocity is not the same at every point the flow is non-
uniform.
In practice, by this definition, every fluid that flows near a solid boundary will be
non-uniform as the fluid at the boundary must take the speed of the boundary
(usually zero). However if the size & shape of the cross-section of the stream of fluid
is constant the flow is considered uniform.

Combinations
Steady Uniform Flow
Conditions do not change with position in the stream or with time

Steady Non-Uniform Flow

Conditions change from point to point in the stream but do not change in time

Unsteady Uniform Flow

At a given instant in time, the conditions of every point are the same, but will
change with time

Unsteady Non-Uniform Flow

Every condition of the flow may change from point to point and with time at every
point.

5.3 Axis Symmetric Flows

An axis symmetric flow has 2 independent variables.

Because of that, this flow is sometimes labelled as “2D” flow. However, it is actually
quite different from 2D flow. In reality, axis symmetric flow is a degenerate 3D flow,
and it is somewhat misleading to refer to it as 2D.

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 Flight Vehicle Terminology

5.4 Pathlines, Streamlines & Streaklines Of A Flow

By definition, a streamline is a curve whose tangent at any point is in the direction of

the velocity at that point

Consider a fixed point in a flow field, such as point 1. Consider all the individual fluid
elements that have passed through point 1 over a given time interval of t2 - t1. These
fluid elements are connected with each other. Element A is the fluid element that
passed through point 1 at t1. Element B is the next element that passed through
point 1 just behind element A. The figure above is an illustration made at time t2,
which shows all the fluid elements that have earlier passed through point 1 over the
time interval (t2 – t1). The line that connects all these fluid elements is, by definition,
a streakline.

From Source: Laurent Dala, UWE Page 16

 Aerodynamic Forces & Moments

The aerodynamic forces and moments on the body are due to only 2 basic sources:
1. Pressure distribution over the body surface
2. Shear stress distribution over the body surface

The figure below illustrates the pressure & shear distribution on an aerodynamic surface.

Shear stress is due to the tugging action on the surface, which is caused by friction between
the body & the air.

The net effects of p & τ distributions integrated over the complete body surface have a
 & moment M
resultant aerodynamic force R  over the body as shown in figure 2.

1. Analytical Expressions
There are 3 axes-systems:
• Ground
• Body
• Aerodynamic
 could be split into components in the
Therefore the resultant aerodynamic force R
body or aerodynamic axes systems, as shown in figure 3.

The geometrical relations between these 2 sets of components are:

 =  cos −  sin
 =  sin +  cos

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 Aerodynamic Forces & Moments

2. Calculations of Forces & Moments

Consider the 2-dimensional body defined by figure 4

Now consider the 2D shape in figure 4 as a cross-section of an infinitely long cylinder

of uniform section (a unit span) such a cylinder is shown in figure 5. Consider an
elemental surface area (ds) of this cylinder, where ds = (ds) x 1

The elemental normal force dN and axial force dA acting on the elemental surface ds
on the upper body surface are:
1 ⇒  = −  cos  −   sin 
2 ⇒  = −  sin  +   cos 

In the same way on the lower surface we have:

3 ⇒  =   cos  −   sin 
4 ⇒  =   sin  +   cos 

To determine the normal force N & the axial force N, equations (1) to (4) must be
integrated from the leading edge (LE) to the trailing edge (TE)
=  +  per unit area

Where:
 =  + 
 =  + 

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 Aerodynamic Forces & Moments

Therefore:
)* )*
5 ⇒ =−  cos  +  sin   +  cos  +  sin  
+* +*
&
)* )*
6 ⇒ = − sin  +  cos   +  sin  +  cos  
+* +*

Because of the relations:

 =  cos −  sin
 =  sin +  cos

The lift & drag can be calculated using (5) & (6)

Aerodynamic Moment Exerted on the Body

It depends on the point about which moments are taken.

Consider the aerodynamic moment calculated about the leading edge (LE). The
moment per unit span about the leading edge due to p & τ (figures 4 & 5) on the
elemental area (ds) on the upper & lower surfaces are:

7 ⇒ . = / cos  +  sin  01.  + /− sin  +  cos  03. 
&
8 ⇒ . = /−  cos  +  sin  01.  + / sin  +  cos  03. 

Note:

5 =
.  + 7 Λ 0A
6 

)*
9 ⇒ .+* = <.,+* + .,+* >
+*

To define the dynamic pressure that arises

when the fluid is in motion:

1
?@ = A@ B@ C freestream conditions
2

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 Aerodynamic Forces & Moments


Lift Coefficient: G+ = H
IJ

K
Drag Coefficient: GK =
HI J
L
Normal Coefficient: GL =
HI J
M
Axial Coefficient: GM = H
IJ

N
Moment Coefficient: GN = H
I J

s = a reference area
l = a reference length
Let’s consider 2 additional non-dimensional coefficients:
PQPI
Pressure Coefficient: GO = HI
S
Skin Friction Coefficient: GR = H
I

Using the above geometry we can write:

1 = . cos  & 3 = −. sin 

& U=V W

1 Y )*
GL = X 6GO, − GO, 71 + 6GR, − GR, 73Z
V 5 +*

1 )* Y
GM = X 6GO, − GO, 73 + 6GR, − GR, 71 Z
V +* 5

Y )*
] 6G − GO, 71. 1 − 6GR, − GR, 71. 3 `
1 \ 5 O, +* _
GN,+* = C\ _
V )* Y
\+ 6GO, − GO, 73. 3 + 6GR, − GR, 73. 1 _
[ +* 5 ^

3. Centre of Pressure
The centre of pressure is the location where the resultant of a distributed load
effectively acts on the body. If the moments were taken about the centre of
pressure, the integrated effect of the distributed loads would be zero.

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 Aerodynamic Forces & Moments

An alternate definition for the centre of pressure is the point on the body at
which the aerodynamic moment is zero.

−.+*
1YO =


If α is small then:
sin =0 & cos =1

In this case, L = N, therefore:

−.+*
1YO =


So as N & L decrease, xcp increases

As the force approaches 0, xbc → ∞

Note: the centre of pressure is not always a convenient concept in aerodynamics

4. Change of Centre for an Airfoil

M = ?@ . W. G+,M
M = ?@ . W. GK,M


.L = .M + f 
M Λ 


With: f  
M = M + M

.L = .M − M 1L cos − M 1L sin
∴ .L = .M − 1L /M cos + M sin 0

Dividing by ?@ W C
.L .M 1L M M
= − h cos + sin i
?@ W C ?@ W C W ?@ W ?@ W

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 Aerodynamic Forces & Moments

1L
GN,L = GN,M − <G cos + GK,M sin >
W +,M

When → 0:
sin =0 & cos =1

Therefore:
1L
GN,L = GN,M − G
W +,M

GN,5 = GN,M when G+,M = 0

Therefore:
lGN,M
GN,M = GN,5 + × G+,M
lG+,M

lGN,M 1L
GN,L = GN,5 + G+,M n − o
lG+,M W

Consider a point F along the chord where

GN,R = GN,5 ∀ G+,M
lGN,M 1R
∴ − =0
lG+,M W
1R lGN,M
∴ =
W lG+,M

F is called the aerodynamic centre and does

not depend on the incidence.

From Source: Laurent Dala, UWE Page 6

 Pressure Coefficient, Cp

How to quantify the Velocity Distribution around an Airfoil

• Static Pressure Distribution
1
  +  =0
 2

By Definition:
 − 
 =
1
2 
Where:
P - Static pressure at the point of interest
P0 - Free stream static pressure
v0 - Free stream velocity
ρ - Free stream density
1
 =  
2
 − 
∴  =

Also:
 =  
 =   &  = 

1 1 1 1
∴  =   = (  ) =   =  
2 2 2 2
 − 
∴  =
1
2  

 − 1
∴  =
1
2 

Incompressible Flow

∀ , Bernoulli’s Equation is given by:

1
 + .  = 0


From Source: Laurent Dala, UWE Page 1

 Pressure Coefficient, Cp

If Incompressible Subsonic Flows:  =  = constant

1 1
∴  +  =  +  
2 2
1
∴  −  =  (  − )
2
Therefore:
 −   −
 = =
1
  
2
∴  = 1 − ' (


This creates 2 main results:

• At the Stagnation Point

v = 0 => Cp = 1

• v = v0 => Cp = 0

Pressure Distribution Around A Profile

Cp Distributions Along A Profile

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 Pressure Coefficient, Cp

Boundary Layer Development Along A Profile

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 Atmospheric Models

1.0 Aerodynamic Variables

Four of the most frequently used words in aerodynamics:
• Pressure (p)
• Density (ρ)
• Temperature (T)
• Flow Velocity (V)

1.1 Pressure

The pressure is defined at a point in the fluid or a point on a solid surface. The
pressure can vary from one point to another.

Definition:
“Pressure is the normal force per unit area exerted on a surface due to the time rate
of change of momentum of the gas molecules impacting on (or crossing) that
surface” (J. Anderson, Fundamentals of Aerodynamics, 2001, pg. 13)



1 ⇒  = lim   /
→ 

dA = Elemental Area at B (m2)

dF = Force on 1 side of dA due to pressure (N)

1.2 Density
The density of a material is a measure of the amount of material contained in a
given volume.


2 ⇒  = lim   /
→ 

dv = Elemental volume around B (m3)

dm = Mass of the fluid inside dv (kg)

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 Atmospheric Models

<<<<< Note: 1.3 & 1.4 (up to viscosity) were missing from original handout! >>>>>

1.3 Temperature
“The temperature T of a gas is directly proportional to the average kinetic energy of
the molecules of the fluid. In fact, if KE is the mean molecular kinetic energy, then
temperature is given by”:
3
 = "
2
Where k is the Boltzmann constant (k = 1.38 x 10-23 J/°K)
Temperature is “a point property, which can vary from point to point in the gas” &
has “an important role in high-speed aerodynamics”
Source: J. Anderson, Fundamentals of Aerodynamics, 2001, pg. 14

1.4 Flow Velocity

A velocity is a vector value & as such must contain both scalar value & direction. In a
flowing fluid at each region (or point) in the fluid there is not necessarily the same
velocity. Hence this is also a point property which can vary from point to point in the
flow.

“The velocity of a flowing gas at any fixed point B in space is the velocity of an
infinitesimally small fluid element as it sweeps through B.” (J. Anderson,
Fundamentals of Aerodynamics, 2001, pg. 14)

Viscosity of oil > Viscosity of air

Sutherland’s Law: is reference data

0
# & / &$ ())

3 ⇒ = %& ' Where: T0 = 288.16 °K
#$ $ &())
μ0 = 1.7894 x 10-5 kg/ms
Dynamic Viscosity:
,

4 ⇒ + =


Newtonian Fluids
For many simple fluids, such as air and water, μ is a thermodynamic property which
./
depends only on Temperature & Pressure, but not on the shear rate %- = , .0'
Note: Newtonian ≠ Non Newtonian Fluids

2.0 Equation of State

This may also be referred to as the Ideal Gas Law or the Perfect Gas Law.

5 ⇒  = >"
Using SI units
R = Specific Gas Constant = 287.05287 J/kg.°K

CD
> = ?@ − ? & B =
CE
Where cp & cv are the specific heats

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 Atmospheric Models

3.0 The Hydrostatic Equation

For a fluid at rest, the pressure is constant over any horizontal surface but decreases with
altitude.

If the pressure is assumed to change from ‘p’ at one end of the cylinder to ‘p + δp’ at the
other end, then the net force acting on the cylinder is:

. G −
 + GG = −G. G

This net force must be 0 unless the fluid cylinder is accelerating to the right (δp < 0) or to the
left (δp > 0). Hence for a fluid at rest, δp = 0 & the pressure is constant along any horizontal
line (or surface).

The net downwards force acting on the fluid cylinder is:

−. G + GI +
 + GG = 0

Where: GI = 
GO. G

∴ −. G + 
GO. G + . G + G. G = 0

∴ . GO. G.  + G. G = 0

6 ⇒ G = −. GO. 

OR



7 ⇒ = −. 
O

4.0 An Energy Balance Equation

4.1 Some Definitions
• Adiabatic Process
One in which no heat is added to or taken away from the system

• Isothermal Process
One in which the temperature remains constant

• Reversible Process
One in which no dissipative phenomena occur, that is, where the effects of
viscosity, thermal conductivity & mass diffusion are absent

• Isentropic Process
One that is both Adiabatic & Reversible
OR
If there is no heat transfer or friction in the process

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 Atmospheric Models

4.2 Isothermal Case

If: T = T0
Then the equation of state becomes:
 = >"


8 ⇒  =
>"
Substitute (8) into (7):
 

9 ⇒ =− ×
O >"
 
=− × O
 >"
Z[
% ]\& '^

10 ⇒  =  , Y $

Where p0 occurs at z = 0
Substitute (10) into (8):
 Z[
% ]\& '^
= ,Y $
>"
Z[
% ]\& '^

11 ⇒  =  , Y $

Where ρ0 occurs at z = 0

4.3 Adiabatic Process

12 ⇒ G_ = 0
For an isentropic process, ds = 0, where s is the entropy of the system.
Note: Entropy & the Second Law of Thermodynamics:
G_

13 ⇒ ` =
"

First Law of Thermodynamics:

The change in energy in a system is:

14 ⇒ Y = Ga + G_
For a reversible process: Ga = −

15 ⇒ Y = G_ − 
Where dv is an elemental change in the volume due
to a displacement of the boundary of the system
By deriving (13) it can be shown that G_ = "`
∴ Y = "` − 

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 Atmospheric Models

16 ⇒ "` = Y + . 
The enthalpy is defined by:

17 ⇒ ℎ = Y + 
∴ ℎ = Y + 
 = Y + .  + . 
∴ Y + .  = ℎ − . 
Substitute this into (16):

18 ⇒ "` = ℎ − . 
For a Perfect Gas:
Y = ? . " & ℎ = ?@ . "
Therefore by substituting into (16) & (18):
" . 

19 ⇒ ` = ? +
" "
" . 

20 ⇒ ` = ?@ −
" "
Using the Equation of State:

= >" d>  = >"

>" >"
∴= d>  =
 
Substitute these into (19) & (20):
"  " 
` = ? +> ⇐
21 ⇒ ` = ?@ −>
"  " 

"  " 
` − `) = ? . ln   + >. ln   ⇐
22 ⇒ ` − `) = ?@ . ln   + >. ln  
") ) ") )
For an isentropic process, δs = 0, this can be substituted into (22)
"  " 
0 = ? . ln   + >. ln   & 0 = ?@ . ln   + >. ln  
") ) ") )
Therefore:
 −? "  ?@ "
ln   = . ln   & ln   = . ln  
) > ") ) > ")
Therefore:
ZCE CD
 " \  " \
=  ⇐
23 ⇒ = 
) ") ) ")
Where:
CD
> = ?@ − ? & B = CE
Therefore:
> B>
? = ⇐
24 ⇒ ?@ =
B−1 B−1
Substitute (24) into (23):
Z) f
 "
fZ)  "
fZ)
=  ⇐
25 ⇒ = 
) ") ) ")

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 Atmospheric Models

) h gi
Where: =g ∴
i
=
gh

Substitute this into (25):

Z)
) "
fZ)

26 ⇒ = 
 ")
Therefore:
f
  f "
fZ)

27 ⇒ =  = 
) ) ")
An adiabatic process is characterised by:


28 ⇒ = ?`j
f

4.4 Constant Lapse Rate

In the troposphere, the temperature decreases
with altitude z, according to the relation:

29 ⇒ " = "k − BO
Where T0 = 288.16 °K at z = 0
& γ is the lapse rate

∴ " = −B. O
"

30 ⇒ B = −
O

Note: In isothermal conditions T = T0 = Constant.

Therefore γ = 0

Using the hydrostatic equation derived from (9):

 −
= O
 >"
By substituting equation (29) into it we find:
 −

31 ⇒ = O
 >
" − BO
 B O
∴ =
 −B>
" − BO
  – B. O
∴l =l  
 B>
" − BO
[
]f\
 "

32 ⇒ = 
 "
Using the Equation of State:
[
 " % ]f\'.)

33 ⇒ = 
 "
Unsure of character on notes!

From Source: Laurent Dala, UWE Page 6