Flight dynamics-I Prof. E.G.

Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
1
Chapter 9
Lecture 30

Performance analysis V Manoeuvres 3

Topics

9.3.5 Parameters influencing turning performance of a jet airplane
9.3.6 Sustained turn rate and instantaneous turn rate

9.3.5 Parameters influencing turning performance of a jet airplane
The steps, described in subsection 9.3.4 , to determine r
min
,
max

, V
rmin
and
max
V

constitute a general procedure which is applicable to all types of airplane.

However, the influence of the wing loading (W/S) and the thrust loading (T
a
/W)
can be examined by the following simplified analysis. It is based on the following
two assumptions.
(a)Thrust available (T
a
) is constant.
(b)The drag polar is parabolic with
DO
C and K as constants.
The following relationships are observed in a steady, level, co-ordinated-turn.
T = D, L = nW ; n =
1
cos |
,
2
2
V
r =
g n -1
,
2
g n -1
=
V

Hence,
{ }
2 2 2
a
D L DO
1 1
T = V SC = V S C + KC
2 2

Or
2
2
a
DO 2
1 2nW
T = V S C +K
2 SV

| |

` |
\ .
)
(9.15)
Solving Eq.(9.15) for n
2
, gives :
( )
2 2
DO
2 a
1 1
V V C
T
2 2
n = -
K W/S W W/S


`

)
(9.16)
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
2
Let the free stream dynamic pressure be denoted by q :
Or q =
2
1
V
2
(9.17)
Consequently, Eq.(9.16) can be rewritten as :

2 a DO
qC
T q
n = -
K(W/S) W W/S

`
)
(9.18)
From Eq.(9.11a)

2
2
V
r =
g n -1

Or
2
2q
r =
g n -1
(9.19)
From Eq.(9.19) it is observed that r is a function of q and n. However, when the
constraint of thrust available is taken into account, then n and q are related by
Eq.(9.18).
The value of q which would give minimum radius of turn (r
min
), can be obtained in
two stages.
(a) Substitute the expression for n as given by Eq.(9.18) in Eq.(9.19).
(b) Differentiate the resultant equation for r obtained in step (a), with respect to
q, and equate it to zero.However, the resulting expression is complicated. An
alternate way is as follows.
(i) Differentiate Eq.(9.19) with respect to q and equate it to zero.

( )
( )
( )
-1/2
2 2
2 2 2
2g n -1 - 2gqn n -1 dn/dq
dr
=
dq
g n - 1
= 0
Or
2
dn
n - 1- qn = 0
dq
(9.20)
(ii)The quantity (dn/dq) is obtained by differentiating Eq.(9.18) with respect to q
i.e.
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
3
( )
( )
DO
2
a
T /W qC
dn
n = -
dq 2K(W/S)
K W/S
(9.21)
(iii)Substituting for n
2
and n (dn/dq) in Eq.(9.20) yields :
( )
( )
( )
( )
( )
2 2
a a DO DO
2 2
q C q C q T /W
T q
- - 1- + = 0
K W/S W 2K W/S
K W/S K W/S

Simplifying :

( )
( )
a
q T /W
= 1
2K W/S
(9.22)
Equation (9.22) yields the value of q which gives minimum radius of turn. This
value is denoted by q
rmin
i.e. :
q
rmin
=
( )
a
2K W/S
T /W
(9.23)
Using Eq.(9.17), V
rmin
is given as :
V
rmin
=
( )
( )
a
4K W/S
T /W
(9.24)
Substituting q
rmin
in Eq.(9.18) gives :
( )( )
( ) ( )
( )
( ) ( )
2
2
2 DO
rmin 2 2
a
a
a
2K W/S T /W 4K W/S C
n = -
T /W K W/S
T /W K W/S
=
( )
DO
2
a
4 KC
2 -
T /W

Or
( )
2
DO
rmin
a
4KC
n = 2 -
T /W
(9.25)
Substituting from Eqs.(9.24) and (9.25) in Eq.(9.11a) gives :
2
rmin
min
2
rmin
V
r =
g n -1
( )
( )
DO
2
a
a
4K(W/S) 1
=
T /W 4KC
g 2- -1
T /W


( )
( ) ( )
2
a a
DO
4K W/S
=
g T /W 1- 4KC / T / W
(9.26)
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
4
Proceeding in a similar manner, the values of
max
V

,
max
n

and
max

, which
take into account the constraint of thrust available, can be derived. The final
expressions are given below.
( )
DO
1/2
1/4
max
2(W/S)
V = K/C

(
(

(9.27)
DO
1/2
max
a
T /W
n = - 1
KC
(
(
(

(9.28)
( )
1/2
DO
max
1/2
a
C T /W
= g -
W/S 2K K
(
| |

(
` |
(
\ .

)

(9.29)
Remarks:
(i)From Eqs.(9.26) and (9.29) it is observed that for a jet airplane to have a low
value of r
min
and a high value of
max
V

, the value of (T
a
/W) should be high and
that of (W/S) should be low. However, as stated in section 7.4.3 the wing loading
(W/S) is a compromise between various considerations like range, take-off and
landing. Consequently, the general practice is to select (T
a
/W) to give the desired
value of
max

, taking into account the wing loading chosen from other

considerations.
(ii) The constraints of (n
max
)
str
and C
Lmax
have not been taken into account in
the above analysis. Also the variation of thrust available with flight speed has
been ignored.
Equation (9.25) shows that the load factor for minimum radius of turn (n
rmin
) is
less than 2 . However, the load factor for maximum rate of turn (
max
n

), as
given by Eq.(9.28), could be high, especially near the sea level where (T
a
/W) is
at its highest. In this situation the constraint of (n
max
)
str
needs to be taken into
consideration.
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
5
(iii)The constraint of C
Lmax
is likely to affect the value of r
min
. Example 9.4
illustrates such a situation.
(iv) A simplified analysis of the turning performance of an airplane with engine
propeller combination can be carried out by assuming that (a) THP in constant
with flight velocity and (b)
DO
C and K are constants. However, the resulting
expression has the following form.
4
rmin r min
AV +BV +C = 0
This equation does not have an analytical solution and a graphical or numerical
procedure is needed. Reference 1.12 chapter 2 can be consulted for details.
It can be inferred from the analysis of Ref.1.12, that if it is desired to increase
max

or decrease r
min
of a given airplane, then the wing loading (W/S) should
be reduced and / or the ratio (BHP/W) should be increased.
Example 9.4
Consider the airplane in example 9.3 with the simplification that the thrust
remains constant with flight velocity and has the value of 21685 N. Obtain the
values of V
rmin
,
max
V

, n
rmin,
max
n

, r
min
and
max

as given by the analysis in

subsection 9.3.5.
Solution :
The given data are :
W = 176, 400 N, S = 45 m
2
,
DO
C = 0.017, K = 0.05, h = 8000 m or
3
= 0.525 kg/m , T
a
= 21685 N .
The constraints are : C
Lmax
= 1.4, (n
max
)
str
= 3.5.
Consequently, W/S = 176400 /45 = 3920 N/m
2
&T
a
/W = 21685/176400 = 0.1229.
Based on the analysis of subsection 9.3.5, which considers only the constraint of
thrust available, the following expressions are obtained.
( )
rmin
a
4K(W/S)
V =
T /W

Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
6
( )
2
DO
rmin
a
4KC
n = 2 -
T /W

min
r
( )
( ) ( )
2
DO a a
4K W/S
=
g T /W 1- 4KC / T /W

( )
DO
1/2
1/4
max
2(W/S)
V = K/C

(
(

DO
1/2
max
a
T /W
n = - 1
KC
(
(
(

( )
1/2
DO
max
1/2
a
C T /W
= g -
W/S 2K K
(
| |

(
` |
(
\ .

)

Accordingly ,

rmin
4 0.05 3920
V = = 110.23 m/s
0.525 0.1229


rmin 2
4 0.05 0.017
n = 2 - = 1.332
0.1229


2
min
2 2
2
rmin
V
110.23
r = = = 1407.6 m
g n -1 9.81 1.332 -1

1/2 1/4
max
23920 0.05
V = = 160.04 m/s
0.525 0.017
( | |
|
(
\ .

1/2
max
0.1229
n = - 1 = 1.793
0.05 0.017
(
(
(

2
max
max
max
g n - 1
=
V

2
9.81 1.793 -1
= = 0.0912 rad/s
160.04

The values of lift coefficients corresponding to V
rmin
and
max
V

are:
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
7
2
rmin
Lrmin
2
rmin
n W
1.332 176400
C = = = 1.637
1
0.5 0.525 110.23 45
V
2
S

2
max
Lmax
2
max
n W
1.793 176400
C = = = 1.045
1 1
V S 0.525 160.04 45
2 2

It is observed that in case of
max

the values of n and C

L
are 1.793 and 1.045.
These values are lower than the prescribed values of (n
max
)
str
and C
Lmax
.
Hence, this turn is possible and
max

of 0.0912 rad/s at V = 160.04 m/s is

possible. However, the value of C
Lrmin
is 1.637 which is higher than C
Lmax
and
this turn is not possible. In this situation, a new value of flight velocity (V) is to be
obtained at which the values of load factor (n) given by the two constraints of
thrust available and C
Lmax
, are equal.
The value of n from the constraint of thrust available can be denoted by
Ta
n . It
is given by Eq.(9.16):
( )
2
2 DO
1/2
Ta
a
1
V
C T 1
2
n = - V
K W/S W 2 W/S
(
(
` (
)
(

(9.30)
The value of n from the constraint of C
Lmax
can be denoted by
CLmax
n . It is
given by :
L =
2
Lmax CLmax
1
n W = V SC
2

Or
2 Lmax
CLmax
C
1
n = V
2 W/S
(9.31)
Equating Eqs.(9.30) and (9.31) gives the value of V which satisfies both the
constraints i.e.

Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
8
( )
2
2 DO Lmax
1/2
2 a
1
V
C T C
1 1
2
- V = V
K W/S W 2 W/S 2 W/S
(
(
` (
)
(


Simplifying yields :
( )
( ) ( )
DO
2
2 Lmax
2 2
a
T /W C C 1
= + V
K W/S 2
K W/S W/S


`

)

Substituting various values gives :
2
2
2 2
0.1229 0.017 1.4 1
= + 0.525V
0.053920 2 0.053920 3920
(
(


Or V = 126.32 m/s
Consequently,
2
2
Lmax
1
V C
0.50.525126.32 1.4
2
n = = = 1.496
W/S 3920

2
min
2
126.32
r = = 1461.9 m
9.81 1.496 -1

The value of V = 126.32 m/s satisfies the constraints of T
a
and C
Lmax
. The
corresponding value of n = 1.496 is also less than (n
max
)
str
of 3.5. Hence, all
constraints are satisfied.

Answers : Based on the simplified analysis at 8000 m altitude the following
values are obtained.

V
rmin
= 126.32 m/s, n
rmin
= 1.496, r
min
= 1461.9 m,
max
V = 160.04 m/s

,
max
n = 1.793

,
max
= 0.0912 rad/s

Remark :
The values by exact analysis are :
V
rmin
= 124 m/s, n
rmin
= 1.451 , r
min
= 1490 m ,
Flight dynamics-I Prof. E.G. Tulapurkara
Chapter-9

Dept. of Aerospace Engg., Indian Institute of Technology, Madras
9
max
V = 165 m/s

,
max
n = 1.824

max
= 0.0907 rad/s

.
The agreement between the two results is seen to be reasonable. The reasons
are that (T
a
/W) is rather low and the variation of T
a
with V is not large.
9.3.6 Sustained turn rate and instantaneous turn rate
The maximum rate of turn in a steady level co-ordinated-turn is called
Maximum sustained turn rate(MSTR) (Ref. 1.12 chapter 2). An airplane can
maintain this turn rate continuously for some time. However, as explained in
subsections 9.3.3 and 9.3.4 this turn rate is generally limited by the thrust
available. A rate of turn higher than MSTR can be obtained if the airplane is
allowed to descend or slow down. In this manner, the loss of potential energy or
kinetic energy can be utilized to increase the available energy during turn and
increase the rate of turn. This rate of turn is called Instantenous rate of turn. The
maximum instantenous rate of turn will be limited by other two factors viz. C
Lmax

and (n
max
)
str
. See also item (iv) in subsection 9.4.3.
General Remark:
In the foregoing sections various types of flight situations of practical
interest have been analyzed. To analyze any other flight situation one can begin
by writing down the equations of motion along and perpendicular to the flight
path. From these equations, the lift required, thrust required and accelerations in
tangential and radial directions can be worked out.