0 LEARNING OUTCOME
1. To learn the technique used to estimate and calculate the lift, drag, and power
characteristic of an aircraft.
2. At the end of this exercise, students should know the technique that can be used to
estimate the climbing performance of an aircraft.
3. At the end of this exercise, students should know the technique that can be used to
estimate the flight parameters during a level turn maneuver.
2.0 OBJECTIVE
1. To learn and conquer the method of estimating the lift, drag and performance of an
aircraft.
2. To experience the physical process of the stall, turn and how it varies with power.
3. To learn the method to estimate climbing performance parameters of an aircraft.
4. To learn the method to estimate flight parameters during level turn maneuver.
3.0 INTRODUCTION
For this flight lab, we had flown with CESSNA 172 SKYHAWK four-seated aircraft to study
about its performance. We observed the flights performance by collecting data of the flight
during steady level flight, climb, its banking and turning performance and its stall condition.
Further results and data collection are further shown and explain in the result section below.
The Cessna 172 Skyhawk is a four-seated, single-engine, high wing, fixed-wing aircraft with
maximum range of 640nm, maximum cruise speed of 124ktas, useful load of 918lb and
takeoff ground roll of 960ft.
For a vehicle in steady, level flight, the thrust force is equal to the drag force, and lift is equal
to weight. Any thrust available in excess of that required to overcome the drag can be applied
to accelerate the vehicle (increasing kinetic energy) or to cause the vehicle to climb
(increasing potential energy).
Recall from fluids that drag takes the form shown below, being composed of a part
termed parasitic drag that increases with the square of the flight velocity, and a part
called induced drag, or drag due to lift, that decreases in proportion to the inverse of the flight
velocity.
where
and
Thus
or
The minimum drag is a condition of interest. We can see that for a given weight, it occurs at
the condition of maximum lift-to-drag ratio
and
and
Power Required
Now we can look at the propulsion system requirements to maintain steady level flight since
Thus the power required (for steady level flight) takes the form
As we will see shortly, maximum endurance (time aloft) occurs when the minimum power is
used to maintain steady level flight. Maximum range (distance traveled) is obtained when the
aircraft is flown at the most aerodynamically efficient condition (maximum CL/CD).
or
at t = 0
W = Winitial
\ const. = ln Winitial
the time the aircraft has flown corresponds to the amount of fuel burned, therefore
then multiplying by the flight velocity we arrive at the Breguet Range Equation which applies
for situations where Isp and flight velocity are constant over the flight.
where
or
Aircraft Endurance
For a given amount of available fuel energy (Joules), the maximum endurance (time aloft) is
obtained at a flight condition corresponding to the minimum rate of energy expenditure
(Joules/second), or Preqmin, as shown in Figure 4.3.
We can determine the aerodynamic configuration which provides the minimum energy
expenditure:
so
where
Then
is a maximum.
With a little algebra we can arrive at an expression for the maximum endurance. Setting
we find that
and
and
Thus the minimum power (maximum endurance) condition occurs at a speed which is 3 -1/4 =
76% of the minimum drag (maximum range) condition. The corresponding lift-to-drag ratio
is 86.6% of the maximum lift-to-drag ratio.
Figure 4: Relationship between condition for maximum endurance and maximum range.
Continuing
where
where
path
So the change in height of the vehicle (the rate of climb, R/C) is:
or
in words:
excess power = change in potential energy + change in kinetic energy
For steady climbing flight,
where
MISSION PROFILE
RESULT
From Students (Observer 1 and Observer 2)
Flight test data sheet
Date
Name of observer
Weight
66kg
Pilot
Co-pilot
Observer 1
64kg
Observer 2
46kg
Fuel (US Gallon)
Engine Hob Reading Flight Hob Reading
Time
10:50
12:57
Take Off
Landing
Direction
T/Off
Landing
Speed
Wind Condition
T/Off
Fuel Quant
Speed
Fuel Quant
Speed
Touch Down
Stop
12:57
Brake Off
Lift Off
Landing
Climb Performance
Altitude
1000
1500
2000
2500
Time
32
17
38
49
TAS
IAS
80
OAT
Fuel Remaining
28
3000
49
3500
52
4000
59
4500
63
5000
70
Turning Performance
Bank Angle Altitude: 5000ft
Compass R
0
270
180
90
360
Time
11
43
30
33
38
IAS
90
Time
0
13
15
19
16
IAS
90
Stall Speed
Fuel Remaining
Pitch Angle
10
12
Glide Performance
Altitude
5000
4500
4000
3500
Time
42
35
40
32
IAS
80
OAT
Fuel Remaining
3000
2500
2000
1500
1000
32
37
37
47
44
RPM
Fuel
Remainin
g
OAT
1700
2100
2100
2300
2500
TAS
IAS
G
Speed
Headin
g
95
70
80
90
100
110
82
86
102
105
121
330
330
330
330
330
TAS
IAS
G
Speed
Headin
g
70
80
90
100
110
75
85
98
108
114
330
330
330
330
330
W/Dir
W/Spee
d
W/Dir
W/Spee
d
RPM
1980
2150
2200
2330
2500
1980
2150
2200
2330
2500
Fuel
Remainin
g
26
OAT
117
Take Off
Landing
Time
10:54
12:58
Pilot
Co-pilot
Observer 1
Observer 2
Fuel (US Gallon)
Engine Hob Reading
1880.6
1882.8
Weight
66kg
64kg
46kg
Direction
T/Off
Landing
Speed
Wind Condition
T/Off
Fuel Quant
31
Speed
Brake Off
Lift Off
31
11:22
65
Touch Down
Fuel Quant
23
Speed
55
Stop
23
12:58
Landing
Climb Performance
Altitude
Time
1000
0
1500
34.89
2000
1:25.39
2500
3:16.17
3000
3:05.44
3500
3:58.10
4000
4:56.22
4500
66:00.4
5000
7:10.57
Turning Performance
TAS
IAS
80
OAT
Fuel Remaining
28
80
80
80
80
80
80
80
Time
0
35.75
1:14.96
1:50.88
2:28.48
IAS
90
Time
0
16.90
36.16
51.68
1:07.83
IAS
90
Stall Check
Altitude: 5000ft
Configuration
Clean
Flap 50%
Flap 100%
Stall Speed
40
35
Fuel Remaining
25
25
Pitch Angle
10o
12o
Glide Performance
Altitude
5000
4500
4000
3500
3000
2500
2000
1500
1000
Time
0
40.54
1:15.84
1:53.01
2:29.66
3:06.32
3:87.81
4:35.47
5:19.95
IAS
80
80
OAT
Fuel Remaining
25
80
80
80
80
RPM
1700
2100
2100
Fuel
Remainin
g
28
28
28
OAT
TAS
IAS
G
Speed
Headin
g
95
70
80
90
82
88
102
330
330
330
W/Dir
W/Spee
d
2300
2500
28
28
105
110
105
121
330
330
IAS
G
Speed
Headin
g
70
80
90
100
110
75
85
98
108
114
330
330
330
330
330
RPM
1980
2150
2200
2330
2500
Fuel
Remainin
g
26
26
26
26
26
OAT
TAS
119
W/Dir
W/Spee
d
DISCUSSION
Some of the results collected by the students and co-pilot are different as they were having
distraction of miscommunication during flight. The students also did not manage to collect
some of the data as they were seated behind the co-pilot and pilot. Thus, they could not get a
better observation of the flights data during certain flights.
Landin
FACULTY OF ENGINEERING
DEPARTMENT OF AEROSPACE ENGINEERING
EAS 3924
AVIATION LABORATORY FOR AGRICULTURE APPLICATIONS
GROUP MEMBERS:
SITI NURHASANAH BINTI PAZIL (170673)
NUR AMIRAH BINTI ZAINAL ABIDIN (165239)