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Lec 6

The document covers various airspeeds relevant to aircraft flight dynamics, including Calibrated Airspeed (CAS), Indicated Airspeed (IAS), Equivalent Airspeed (EAS), and True Airspeed (TAS), explaining their definitions and calculations. It discusses the importance of EAS for aerodynamic loads and stall conditions, as well as the relationship between air properties and altitude in the atmosphere. Additionally, it introduces the Ideal Gas Equation and the standard atmosphere model, detailing how temperature, pressure, and density vary with altitude in the troposphere and stratosphere.

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12 views26 pages

Lec 6

The document covers various airspeeds relevant to aircraft flight dynamics, including Calibrated Airspeed (CAS), Indicated Airspeed (IAS), Equivalent Airspeed (EAS), and True Airspeed (TAS), explaining their definitions and calculations. It discusses the importance of EAS for aerodynamic loads and stall conditions, as well as the relationship between air properties and altitude in the atmosphere. Additionally, it introduces the Ideal Gas Equation and the standard atmosphere model, detailing how temperature, pressure, and density vary with altitude in the troposphere and stratosphere.

Uploaded by

shashwat
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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AIRCRAFT FLIGHT

DYNAMICS

Lecture 6
ANNOUNCEMENT
HW1

More complete f table here


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DIFFERENT AIRSPEEDS

• https://youtu.be/KVpFkUeV_lY?si=TFNZtOKrLZVzBIPb
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CALIBRATED AIRSPEED

• To avoid having to measure p and ρ, rather than using


the pitot-static to measure Δp, aircraft Engineers
calibrated their devices to provide the correct value of
true airspeed at sea-level ISA density and pressure.
• International Standard Atmosphere (ISA) is a model
used for the standardization of aircraft
instruments.
• Has tables of values over a range of altitudes, to provide
a common reference for temperature and pressure.
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CALIBRATED AIRSPEED

• Calibrated AirSpeed, denoted Vc or CAS, which is only


the same as true airspeed at sea-level (SL) ISA
conditions. Vc can be calculated via Equation (2):
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INDICATED AIRSPEED
• In reality, such a pitot-static device will measure
the calibrated airspeed at a point on the aircraft surface,
where the flow has already been disturbed by the aircraft.
• The device is NOT measuring the freestream velocity - thus
there is a position error, based on where the pitot-static is on
the aircraft.
• During flight testing, these inaccuracies can be quantified,
and a difference between what is indicated by the device,
indicated airspeed or IAS, and calibrated airspeed is
determined - ΔVp, the position error.
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EQUIVALENT AIRSPEED
• The first correction is for the actual pressure at a given altitude.
This gives Equivalent Airspeed, EAS.

• the sea-level pressure has been replaced with the actual pressure
• In practice, this correction is applied as a multiplier between CAS
and EAS:
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• Since 𝑓 is only dependent on the Δ𝑝 (the aircraft speed),


and the 𝑝 (the aircraft altitude), it can be calculated and
tabulated - see the table for the pressure correction
factor:
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WHY EQUIVALENT AIR SPEED


(EAS) IS USEFUL?

𝑉𝑒, is the speed which if flown at standard sea level


• Equivalent Air Speed (EAS) for a given flight condition,

density (𝜌𝑠𝑙∼1.225𝑘𝑔⋅𝑚−3) would give the same

configuration, constant 𝐶𝐿.


aerodynamic loads, for the same aerodynamic

• This is useful for simplicity of calculations, but is also


useful for ease of flight - stall will always occur at the
same angle, for the same EAS, regardless of flight
altitude.
• Structural limits are always defined in EAS for the same
reason, as the loads are constant at any altitude for the
same EAS.
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• For a given angle of attack, the dimensional lift on a


given aircraft will be the same for constant Ve at any
altitude. This is not the same for any of the other
airspeeds.

• Hence - the stall speed (which we will calculate soon) is


constant with altitude when defined in EAS, as is the
“never exceed” speed (due to aerodynamic structural
limitations.)
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TRUE AIRSPEED
• Finally, True Airspeed may be calculated from Equivalent Airspeed,
by accounting for the actual density at the correct altitude:

• where we may get the density at different altitudes from standard


tables of the atmospheric properties.
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APPROXIMATE DENSITY
CORRECTION
• Approximate density correction
• For altitudes below about 16km, the approximation can
be used
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SUMMARY OF CORRECTIONS:
ICE-TG
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EXAMPLE

• An aircraft is flying at an altitude of 15000ft, with a


calibrated airspeed of 170kn, with a 2kn tailwind:
• a) How long will it take to cover 100 miles?
• b) How long will it take to cover 200km?

• c) If instead of 𝑉𝐶 = 170kn, you have 𝑉𝐼 = 170kn, with a


position error of Δ𝑉𝑃=+2𝑘𝑛, what do the above answers
change to?
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QUESTIONS

• In what cases could you find that your true airspeed


is less than your calibrated airspeed?
• Flight below sea-level, or if you’ve made a mistake.
• For what conditions is EAS equivalent to TAS?
• Flight at sea-level.

• Video summary: https://youtu.be/tAGgax4SmkQ?t=8


AIR, OUR FLIGHT
ENVIRONMENT
• What is Air?
• A gas made up of nitrogen, oxygen, and several other constituents

• Behavior of air?
• How properties like temperature, pressure, and density relate to
each other

• Ideal or Perfect Gas Equation of State:

P=ρRT
• P is the barometric or hydrostatic pressure
• ρ is the density
• T is the temperature in Kelvin or Rankine

• R is the gas constant for air


THE STANDARD ATMOSPHERE

• Hydrostatic Equation:

• tells us how pressure changes with height in a column of fluid

• how pressure changes as we move up or down through


the atmosphere

• Three (or four) variables in the two equations; pressure, density,


and temperature (and height.)
• Another equation?
ASSUMPTION: LET’S USE A
MODEL
• We need some relationship that can tell us how
temperature should vary with altitude in the atmosphere.
• Many years of measurement and observation have shown
that, in general, the lower portion of the atmosphere, where
most airplanes fly, can be modeled in two segments, the
Troposphere and the Stratosphere:
• The temperature in the Troposphere is found to drop
fairly linearly as altitude increases (this continues up to
about 36,000 feet (about 11,000 meters))
• Above this altitude the temperature is found to hold
constant up to altitudes over 100,000 ft. This constant
temperature region is the lower part of the Stratosphere
LINEAR TEMPERATURE DROP IN
TROPOSPHERE

T alt =T sea level –Lh

“L” is called the “lapse rate”, from


over a hundred years of
measurements it has been found that
a normal, average
lapse rate is:

L = 3.56o R / 1000 ft
= 6.5o K / 1000 meters

Is that enough?
TSL = 288o K = 520o R = (59o F)
EXAMPLE

• Find the standard atmosphere temperature for an airplane


flying at 30000 ft, in Fahrenheit, Celsius, Rankine and Kelvin.
• Also find air pressure and density.

• Note: h should be in thousands (meters or feet)


COMBINING THE THREE
EQUATIONS

We have equations to find pressure, density, and temperature at any


altitude in the troposphere.

Care must be taken with units when using these equations:

All temperatures must be in absolute values (Kelvin or Rankine instead of


Celsius or Fahrenheit).

The exponents in the pressure and density ratio equations must be unitless.
Exponents cannot have units!

Use these equations up to the top of the Troposphere, that is, up to


11,000 meters or 36,100 feet in altitude.
THE STRATOSPHERE

• We can use the temperature lapse rate equation result at


11,000 meters altitude to find the temperature in this
part of the Stratosphere:

• TStratosphere = 216.5o K = 389.99o R = constant

• h1 is the 11,000 meters or 36,100 ft (depending on the


unit system used)
• h2 is the altitude where the pressure or density is to be
calculated

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