MINISTRY OF EDUCATION AND SCIENCE OF UKRAINE

National Aerospace University “Kharkiv Aviation Institute”

Faculty of Airplane

Department of Aerohydrodynamic

Course Work
on Flight Dynamics

«Calculation of flight characteristics of airplane AIRBUS 321

Developer: student of 2020 year,

group №
Field of study: Maintenance of Aircraft
and Engines
Name: HAMZA LAMAAMLI

Supervisor: Associate Professor

PhD, T. Solianyk

Total points: __________

 Kharkiv – 2020

ABSTRACT

Determination of Flight dynamics characteristics of A321 airplane

– hamza lamaamli Course work’s Thesis, Kharkiv, National Aerospace
University “KhAI”, amount of pages – 39, amount of tables – amount of
figures – amount of references –.

KEYWORDS: Aerodynamic, Flight Dynamics, Aircraft.

PURPOSE OF RESEARCH: Determination of Flight Dynamics

Chara-cteristics.

OBJECT OF RESEARCH: Passenger Airplane A321.

SUBJECT OF RESEARCH: Method of calculating the flight

dynamics characteristic according to the aerodynamics data form the
program provided by the department.

TASKS: Flight Dynamics Characteristic of A321;Determination of

overall aircraft characteristics; Determination of aircraft ruggedness
which means the structural strength; Determination of flyability,
fineness or lift drag ratio of aircraft.

METHODS OF RESEARCH: Theoretical Calculation; Program

Calculation.

RESULTS: It’s a good way for a newbie to analyze the flight

dynamics characteristics of the aircraft conducting the theoretical
calculation according to the previous aerodynamic characteristic.
 Contents
INTRODUCTION:............................................................................................3
1. Initial data for calculation..............................................................................5
1.1 Aircraft geometrical characteristics...............................................................................5
1.2 Mass characteristics:.....................................................................................................6
1.3 Aerodynamic characteristic of Airbus-321:....................................................................6
1.4 Aircraft polar:................................................................................................................7
1.5 Building of flight polar...................................................................................................8
1.6 Take-off and landing polar:..........................................................................................11
2.Calculation of an aircraft flight characteristics using approach of thrusts
and powers:......................................................................................................13
2.1 Calculation of required thrusts and draw of Zhukovsky curves:...................................13
2.1.1 Detalization of plot of required thrust:....................................................................................15
2.2 Determination of required powers and drawing of the Zhukovsky curve:....................19
3. Propulsion systems characteristics:.............................................................20
3.1 Available thrust and power :........................................................................................20
3.2 Calculation of available thrusts and powers of altitude and Mach number:.................23
3.2.1 Determine the required thrust and the function of altitude and Mach number:.......................23
3.3 Determination of initial value of available thrust:........................................................24
3.4 Determination of available thrust:...............................................................................25
3.5 Determination of available power:..............................................................................26
4. Determination of the specific velocities of the straight horizontal steady
flight and building of the altitude velocity diagram:.......................................27
4.1 Max velocity:...............................................................................................................27
4.2 Min theoretical velocity:..............................................................................................27
4.3 Optimal velocity:.........................................................................................................28
4.4 Cruising velocity:.........................................................................................................29
4.5 Economic velocity:.......................................................................................................31
4.6 Theoretical static flight altitude:..................................................................................32
5 Climbing characteristics:..............................................................................34
Conclusion:.......................................................................................................36
References.........................................................................................................39
 INTRODUCTION
Flight dynamics is the science of air vehicle orientation and control in three dimensions. The
three critical flight dynamics parameters are the angles of rotation in three dimensions about the
vehicle's center of gravity (cg), known as pitch, roll and yaw.
Control systems adjust the orientation of a vehicle about its cg. A control system includes
control surfaces which, when deflected, generate a moment (or couple from ailerons) about the
cg which rotates the aircraft in pitch, roll, and yaw. For example, a pitching moment comes from
a force applied at a distance forward or aft of the cg, causing the aircraft to pitch up or down.
Roll, pitch and yaw refer to rotations about the respective axes starting from a defined steady
flight equilibrium state. The equilibrium roll angle is known as wings level or zero bank angle.
The most common aeronautical convention defines roll as acting about the longitudinal axis,
positive with the starboard (right) wing down. Yaw is about the vertical body axis, positive with
the nose to starboard. Pitch is about an axis perpendicular to the longitudinal plane of
symmetry, positive nose up.[1]
A fixed-wing aircraft increases or decreases the lift generated by the wings when it pitches nose
up or down by increasing or decreasing the angle of attack (AOA). The roll angle is also known
as bank angle on a fixed-wing aircraft, which usually "banks" to change the horizontal direction
of flight. An aircraft is streamlined from nose to tail to reduce drag making it advantageous to
keep the sideslip angle near zero, though an aircraft may be deliberately "sideslipped" to
increase drag and descent rate during landing, to keep aircraft heading same as runway
heading during cross-wind landings and during flight with asymmetric power.[2]
t does so in the context of modern computational tools and multivariable methods. Robert
Stengel devotes particular attention to models and techniques that are appropriate for analysis,
simulation, evaluation of flying qualities, and control system design. He establishes bridges to
classical analysis and results, and explores new territory that was treated only inferentially in
earlier books. This book combines a highly accessible style of presentation with contents that
will appeal to graduate students and to professionals already familiar with basic flight dynamics.
The research of flight dynamics can include these following topics:
 Flight performance
 Static stability and static maneuverability
 Dynamic stability and dynamic maneuverability
 Flight quality Performance analysis
 Aircraft response to atmospheric disturbances

Airbus A321
The Airbus Industries A321 jet family of airplanes consists of four different
variants; A318, A319, A320 and the A321. The Airbus A321 seating layout was
Airbus’ first narrow body offering in the single-aisle, short to medium range
market. The A321 was the first of this family to be produced and first flew on 22
February 1987.
In the A321 Airbus pioneered the fighter style side-stick for flight control. This
was all part of the fly by wire that was also pioneered in this aeroplane. Fly by
wire replaced manual connections between the controls and the flight surfaces
with electric wire that transmitted electronic signals from the pilot’s flight
controls through a computer to actuators which physically moved the surfaces.
This system enabled more fail-safe systems to be built to the aircraft so that
pilots could not put the aircraft into situations that were dangerous to flight
safety. In addition, the weight saving of using electrical wire instead of heavier
cables was also a benefit to the economy of the aircraft.

Airbus needed an aeroplane to break into a segment of the airline market where
previously they were absent. It was set to compete head to head with Boeing’s’
717, 757 and 737 as well as McDonnell Douglas’ MD80 and MD90. Between 2005
and 2007 the A321 family was the fastest-selling jet airliner family.

FIG AIRBUS 321 DESIGNED AND BUILT

 INITIAL DATA FOR CALCULATION:

Aircraft geometrical characteristics

Table 1.1 – Geometrical characteristic of Airbus 321:

Parameter Designation Unit Value

Span of one outer panel Lp m 15.925
Distance from fuselage nose up to top of the m 41.22
root chord horizontal tail
Total span L m 35.8
Span of one outer panel Lp m 15.925
Gross wing area S m 154.7
Fuselage diameter Df m 3.81
Length of fuselage Lf m 44.510
Diameter of the fuselage mid-section Dmf m 3.950
Length of fuselage nose part Lnose m 5.070
Total span of vertical tail L m 6.260
Length of engine nacelle Len m 4.960
Diameter of engine nacelle Den m 2.300
Sweep Angle of vertical tail X ° 44

1.2 Mass characteristics:

Aircraft take-off mass is determined on the condition that during horizontal

straight stable flight on altitude H=9km, air weight per wing m0=450kg/m2.
1) Determination of take-off mass of aircraft Airbus 321:
mtakeoff
m0 = S →
wing

mtakeoff = m0×Swing = 450*154.7=69615kg

2) Determination of fuel mass of aircraft AN-70:
mfuel= mtakeoff×ξfuel =69615*0.3=20884.5KG
Where ξfuel is the relative coefficient that takes into account the aircraft store
of fuel and it’s range from 5% to 50%.
 3) Determination of calculated mass of aircraft airbus 321:
mcal= mtakeoff – 0.4mfuel =69615-0.4*20884.5=61261.2KG
Where aircraft performs horizontal straight stable flight with 40% of its total
amount of fuel.
4) Determination of landing mass of aircraft Airbus 321:
mland=mtake-off – 0.8 mfuel =69615-0.8*20884.5=52907.4KG
Table 1.2–Aircraft mass characteristic of Airbus 321:
Parameters Symbol Units Value
KG
Take off mass mtakeoff 69615
KG
Fuel mass mfuel 20884.5
KG
Calculated mass mcal 61261.2
KG
Landing mass mland 52907.4

1.3 Aerodynamic characteristic of Airbus 321:

Basic aerodynamic characteristic is usually represented in form of particular

coefficient, aerodynamic characteristic of Airbus 321 were obtained from home
work in course of aerodynamic, and this characteristic is represented in table 1.3.

Table 1.3–Aerodynamic characteristics of Airbus 321:

M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
Cxa0 0.0227 0.0220 0.0216 0.0213 0.0211 0.0209 0.0207 0.2259
1 5 4 5 2 2 4 0
α
Cya 4.5222 4.5973 4.7098 4.8694 5.0927 5.4095 5.8803 5.8293
8 6 7 9 4 5 4 6
A 0.0470 0.0470 0.0470 0.0470 0.0470 0.0469 0.0469 0.1715
6 6 5 3 1 7 2 2
Kmax 14.641 14.809 14.886 14.912 14.903 14.867 13.176 2.540
XF 0.8979 0.8995 0.9016 0.9040 0.9064 0.9083 0.9083 1.1683
Cyamax 1.1740 1.1370 1.0987 1.0591 1.0182 0.9759 0.9323 -
9 9 8 5 1 6 9
 The dependencies between these characteristics are given separately in
military papers.

1.4 Aircraft polar:

Table 1.4–Aircraft polar Cxa=f(Cya, M):

M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
Cya=0 0.0227 0.0220 0.0216 0.0213 0.0211 0.0209 0.0207 0.2259
1 5 4 5 2 2 4 0
Cya=0.2 0.0246 0.0239 0.0235 0.0233 0.0230 0.0228 0.0227 0.2327
4 8 8 0 8 9 2 7
Cya=0.4 0.0306 0.0300 0.0296 0.0294 0.0292 0.0291 0.0316 0.2533
4 2 6 2 6 5 2 5
Cya=0.6 0.0410 0.0405 0.0403 0.0402 0.0402 0.0403 0.0648 0.2876
6 5 1 4 7 9 5 4
Cya=0.8 0.0546 0.0562 0.0563 0.0567 0.0573 0.0849 0.1191 0.3356
4 2 4 1 2 0 4 8
Cya=1.0 0.0783 0.0790 0.0805 0.0831 0.1221 _ _ _
2 2 1 5 5
Cya=1.2 _– – – _– – – – –___
Cya=ma 0.1275 0.1228 0.1184 0.1230 0.1472 0.1699 0.1919 –
x 8 9 4 6 9 4 0
 2 Building of flight polar
Determination of head pressure:

We need to find the head pressure for altitude 9 km using the formula:
q=0.7×ph×M2
 q=0.7×30800.7×0.40742=3571.4 pa
  q=0.7×30800.7×0.5 2 =5390.12 pa
  q=0.7×30800.7×0.6 2 =7761.8 pa
  q=0.7×30800.7×0.7 2 =10564.64 pa
  q=0.7×30800.7×0.8 2 =13798.7 pa
  q=0.7×30800.7×1.2 2 =31047.1 pa
 …..

Table 1.5.1–Determination of head pressure q=f(m):

M 0. 0. 0.40 0.5 0.6 0.7 0.8 1.2
2 3 74
H - - 3571 5390. 7761 10564. 13798 31047
= .4 12 .8 64 .7 .2

And now we will determine the necessary lift force coefficient for steady
horizontal flight, we know that when we have a steady horizontal flight, we will
get
Ya=G→0.7Cya×Ph×M2×S=mg, then we can express our C ya which is equal to
mcal × g
Cya=
0.7 × Ph × M 2 × S
61261.2× 9.8
 Cya= =1.086
0.7 ×30800.7 ×0.4070 2 ×154.7

61261.2× 9.8
 Cya= =0.719
0.7 ×30800.7 ×0.5 2 ×154.7
61261.7 × 9.8
 Cya= =0.499
0.7 ×30800.7 ×0.6 2 × 154.7
61261.2× 9.8
 Cya= =0.367
0.7 ×30800.7 ×0.7 2 × 154.7
61261.2× 9.8
 Cya= =0.281
0.7 ×30800.7 ×0.8 2 ×154.7
61261.2 ×9.8
 Cya= =0.124
0.7 ×30800.7 ×1.22 ×154.7
Table1.5.2 – Determination of Cya:=f(H, M)
H/M 0.2 0.3 0.4074 0.5 0.6 0.7 0.8 1.2
- - 1.086 0.719 0.499 0.367 0.281 0.124

Now we are going to calculate C ya permitted using the formula

Cyaperm=0.8×Cya
 Cyaperm=0.8×1.086=0.8668
 Cyaperm=0.8×0.719=0.5752
 Cyaperm=0.8×0.499=0.3992
 Cyaperm=0.8×0.367=0.2936
 Cyaperm=0.8×0.281=02248
 Cyaperm=0.8×0.124=0.0992
 …
The dependencies of this characteristics are given separately in military
papers.
Now we need to determine Cxa, which correspond to Cya HF using the formula
Cya HF=Cxao+ACya2 HF
 Cxa HF=0.02164+0.04705×0.8662=0.0506
 Cxa HF=0.02135+0.04703×0.5752=0.0350
 Cxa HF=0.02112+0.04701×0.3992=0.0286
 Cxa HF=0.02092+0.04697×0.2932=0.0250
 Cxa HF=0.02074+0.04692×0.02242=0.0231
 Cxa HF=0.22590+0.17152×0.0992=0.2275

Table1.5.3 – Determination of Cxa HF:

H/M 0.2 0.3 0.407 0.5 0.6 0.7 0.8 1.2
4
- - 0.050 0.0350 0.0286 0.0250 0.0231 0.2275
6
 Now we need to determine the stalling velocity using the formula M=
m cal × g
√ 0.7× C yamax × Sw × P H

61261.2× 9.8
H=0 : M=
√ 0.7× 1.1641× 154.7 ×30800.7
=0.4071

61261.2× 9.8
H=3 :M=
√ 0.7× 1.1461× 154.7 ×30800.7
=1.1461

61261.2× 9.8
H=6 :M=
√ 0.7× 1.1250 ×154.7 ×30800.7
=1.1250

61261.2× 9.8
H=9 :M=
√
0.7× 1.0959× 154.7 ×30800.7
61261.2× 9.8
=1.0959

H=11 :M=
√
0.7× 1.0655× 154.7 ×30800.7
=1.0655

Table1.5.4 – determination of Ms;

H, km 0 3 6 9 11
Cya max 1.1641 1.1461 1.1250 1.0959 1.0655
Ms 0.2269 0.2757 0.3316 0.4071 0.4840

1.6 Take-off and landing polar:

The mechanization is used to decrease landing velocity or take-off landing

distance by changing the aerodynamic characteristics of the wing, and the types of
mechanization can be deflectable (Flap) or extendable (slat) and these types blow
away the boundary layer.
Release of landing gear leads significant increasing of drag force coefficient
Cxao.
To begin performing our calculation we need first to determine C yaα and Cxao
for H=9, M=0.2
 In H=9 and M=0.2, Cyaα=4.7098 and Cxao=0.02164
 Secondly, from the equation ΔCyamech=Cyaα×Δα we need to calculate Δα0=
C yamech 1
α and to get the results in degree we will dived it by 57.3 rad
C ya

 Δα0=0.25*57.3/4.7098=3.0415
 =0.45*57.3/4.7098=5.4747
The plot of the dependency Cya=f(x) is given separately in military paper.
Thirdly, we have to determine the magnitude of coefficients of take-off and
landing configuration.
For take-off ΔCxalg=ΔCxao×0.6 ΔCxamech=Cxao×0.5 ΔCyamech=0.25
For Landing ΔCxalg=ΔCxao×0.6 ΔCxamech=Cxao×1.4 ΔCyamech=0.45

 ΔCxalg=ΔCxao×0.6=0.02164×0.6=0.01298
 ΔCxamech=Cxao×0.5=0.02164×0.5=0.01082
 ΔCxalg=ΔCxao×0.6=0.02164×0.6=0.01298
 ΔCxamech=Cxao×1.4=0.02164×1.4=0.03029

Then, the drag coefficient will be presented by:

Cxa=Cxao+Cxai=Cxao+ACya2=Cxao+ΔCxao+A(Cyamech+ΔCyaech)2
Cxa= Cxao+Cxalg+Cxamech+ A(Cyamech+ΔCyamech)2

 Cxa tekoff=0.02164+0.01298+0.01082+0.047705(0.25+0)2=0.0484
 Cxatakeoff=0.02164+0.01298+0.03029+0.047705(0.2+0.25)2=0.0551
 Cxa takeoff=0.02164+0.01298+0.01082+0.047705(0.4+0.25)2=0.0655
 Cxa takeoff=0.02164+0.01298+0.03029+0.047705(0.6+0.25)2=0.0799
 Cxa takeoff=0.02164+0.01298+0.01082+0.047705(0.8+0.25)2=0.0980
 Cxatakeoff=0.02164+0.01298+0.03029+0.047705(1.0+0.25)2=0.1199
 Cxatakeoff=0.02164+0.01298+0.01082+0.047705(1.1740+0.25)2=0.1421

 Cxa landing=0.02164+0.01298+0.03029+0.047705(0+0.45)2=0.0551
 Cxa landing=0.02164+0.01298+0.01082+0.047705(0.2+0.45)2=0.0655
 Cxa landing=0.02164+0.01298+0.03029+0.047705(0.4+0.45)2=0.0799
 Cxa landing=0.02164+0.01298+0.01082+0.047705(0.6+0.45)2=0.0980
 Cxa landing=0.02164+0.01298+0.03029+0.047705(0.8+0.45)2=0.1199
  Cxa landing=0.02164+0.01298+0.01082+0.047705(1+0.45)2=0.1457
 Cxa landing=0.02164+0.01298+0.03029+0.047705(1.1740+0.45)2=0.1712

The plot of the dependency Cya and Cxa for landing gear and
mechanizations for both landing and take-off are given separately in military
papers.
 3 Calculation of an aircraft flight characteristics using approach
of thrusts and powers:

Approach of thrust by Zhukovsky and power base on the comparison of

thrust and power that are required for providing straight horizontal steady flight.
These comparisons of required thrust and power is performed for each
altitude and defined Mach number.
Thrust approach is used for the calculation of flight characteristic of an
aircraft with turbofan approach of power is used for calculation of flight
characteristics of an aircraft with propeller, these approaches give the
possibility to determine the following flight characteristics:
1) Range of altitudes and velocities for straight horizontal flight.
2) Characteristics or distinctive velocities which is exactly max
velocity, min theoretical velocity, min acceptable velocity, optimal
velocity for economic flight, cruising velocity.
3) Max static ceiling altitude.
4) Rate of climb.
5) Fuel consumption per kilometer or per hour.
6) Time or duration of flight.
7) Flight distance.
3.1 Calculation of required thrusts and draw of Zhukovsky curves:

Using one of the given equations for required thrust is possible for
determining and building dependency Preq(V) and Preq(M) for different altitudes, these
dependencies are called Zhukovsky curves.
Magnitudes of available thrusts according to the velocity and flight altitude
are taken from the engine’s characteristics, let’s consider the combined plot of
required and available thrust for one constant altitude and defined aircraft mass.
For subsonic aircraft, these dependencies are built as functions of velocity, for
supersonic it is built as functions of M number, because it is always possible to
recalculate velocity from M to V, this difference will not be mentioned anymore.
Here is the formula which we will use in order to find the value of required
thrusts:
G× X aHF G m cal × g × C xaHor
Preq= Y = K →Preq= C yaHor
aHF max
 mcal is the calculated mass of the aircraft
g is the gravity acceleration
CxaHor is the drag coefficient during the horizontal flight
CyaHor is the lift coefficient during the horizontal flight

mcal × g × C xaHor 61261.2 × 9.8× 0.0507

Preq= C yaHor
=
0.7205
=42265 N

m cal × g × C xaHor
Preq= C yaHor
=42400 N

mcal × g × C xaHor
Preq= C yaHor
=¿46810N

m cal × g × C xaHor
P Preq= C yaHor =57320N

mcal × g × C xaHor
Preq= C yaHor =1112200N

Table2.1 – Determination of Preq :

M 0.2 0.3 0.4 0.5 0.6 0.7 0.8
CxaH - - 0.0506 0.0350 0.0286 0.0250 0.0231
CyaH - - 1.086 0.719 0.499 0.367 0.281
P - - 42265 42400 46810 57320 1112200

The plot of the dependency between M number and P required is given

separately.
3.1.1 Detalization of plot of required thrust: (tutorial, p.23 after tabl.
2.2)

In order to determine the plot of required thrust we need first to find some
coefficients.

Cyaperm=0.8×Cymax
 In H=0; Cyaperm=0.8*1.1641=0.9312
 In H=3: … Cyaperm=0.8*1.1461=0.91688
 In H=6 … Cyaperm=0.8*1.1250=0.9
 In H=9; …. Cyaperm=0.8*1.0959=0.8767
  In H=11; …. Cyaperm=0.8*1.0655=0.8524
Cxa1=Cxao+A×Cya2perm
 In H=0: Cxaperm=0.02164+0.04070×0.93122=0.05693
 In H=3: Cxaperm=0.02164+0.04070×0.91682=0.05584
 In H=6: Cxaperm=0.02164+0.04070×0.92=0.05460
 In H=9: Cxaperm=0.02164+0.04070×0.87672=0.05292
 In H=11: Cxaperm=0.02164+0.04070×0.85242=0.05121
Cxa2= Cxao+A×Cya2max

 In H=0; Cxa2=0.02164+0.04070×1.16412=0.07679
 In H=3; Cxa2=0.02164+0.04070×1.14612=0.07510
 In H=6; Cxa2=0.02164+0.04070×1.12502=0.07315
 In H=9; Cxa2=0.02164+0.04070×1.09592=0.07052
 In H=11; Cxa2=0.02164+0.04070×1.06552=0.06784

Cxa3= Cxa2+1/3×(Cxa2-Cxa1 )

 In H=0; Cxa3=0.07679+1/3(0.07679-0.05693)=0.08341
 In H=3; Cxa3=0.07510+1/3*(0.07510-0.05584)=0.08152
 In H=6; Cxa3=0.07315+1/3*(0.07315-0.05460)=0.07934
 In H=9; Cxa3=0.07052+1/3*(0.07052-0.05292)=0.07429
 In H=11; Cxa3=0.06784+1/3*(0.06784-0.05121)=0.07338

C yaHF C yaperm 1
K1= C =C
xaHF xaperm 1

0.9312
 In H=0; K1= 0.05693 =¿16.35
0.9168
 In H=3; K1= 0.05584 =16.41
0.9
 In H=6; K1= 0.05460 =16.48
0.8767
 In H=9; K1= 0.05292 =16.56
0.8524
 In H=11; K1= 0.05121 =¿16.64
 C yamax
K2= C
xamax

C yamax
 In H=0; K2= C =1.1641/0.07679=15.15
xamax

C yamax
 In H=3; K2= C =1.1461/0.07510=15.26
xamax

C yamax
 In H=6; K2= C =1.1250/0.07315=15.37
xamax

C yamax
 In H=9; K2= C =1.0959/0.07052=15.54
xamax

C yamax
 In H=11; K2= C =1.0655/0.06784=15.70
xamax

C yaperm
K3= C
xa

 In H=0; K3=0.9312/0.08341=11.164
 In H=3; K3=0.9168/0.08152=11.246
 In H=6; K3=0.9/0.07934=11.343
 In H=9; K3=0.8767/0.07429=11.801
 In H=11; K3=0.8524/0.07338=11.924
G
M1=
√ 0.7× C yaperm × P H × S
61261.2× 9.81
 In H=0; M1=
√
0.7× 0.9312× 101325× 154.7
=¿0.439

61261.2× 9.81
 In H=3; M1=
√
0.7× 0.9168 ×70121 ×154.7
=¿0.443

61261.2 ×9.81
 In H=6; M1=
√
0.7× 0.9 × 47217× 154.7
=¿0.447

61261.2× 9.81
 In H=9; M1=
√
0.7× 0.8767 ×30801 ×154.7
=0.453

61261.2 ×9.81
 In H=11; M1=
√
0.7× 0.8524 ×22700 × 154.7
=¿0.459

G
M2=
√ 0.7× C yamax × P H × S
61261.2× 9.81
 In H=0; M2=
√
0.7× 1.1641× 101325× 154.7
61261.2× 9.81
=0.393

 In H=3; M2=
√
0.7× 1.1461× 70121×154.7
=¿0.396
 61261.2 ×9.81
 In H=6; M2=
√ 0.7× 1.1250 ×47217 × 154.7
61261.2× 9.81
=¿0.400

 In H=9; M2=
√ 0.7× 1.0959× 30801× 154.7
61261.2× 9.81
=0.407

 In H=11; M2=
mcal × g
√
0.7× 1.0655× 22700 ×154.7
=¿ 0.411

Preq1= K
1

61261.2× 9.81
 In H=0; Preq1= 16.35 =36756.72
61261.2× 9.81
 In H=3; Preq1= 16.41 =36622.32
61261.2× 9.81
 In H=6; Preq1= 16.48 =36466.77
61261.2× 9.81
 In H=9; Preq1= 16.56 =36290.60
61261.2× 9.81
 In H=11; Preq1= 16.64
=¿36116.12

mcal × g
Preq2= K
2

61261.2× 9.81
 In H=0; Preq2= 15.15 =39668.14
61261.2× 9.81
 In H=3; Preq2= 15.26 =39382.2
61261.2× 9.81
 In H=6; Preq2= 15.37 =39100.34
61261.2× 9.81
 In H=9; Preq2= 15.54 =38672.61
61261.2× 9.81
 In H=11; Preq2= 15.70 =38278.49
mcal × g
Preq3= K
3

61261.2× 9.81
 In H=0; Preq3= 11.16 =53850.57
61261.2× 9.81
 In H=3; Preq3= 11.24 =53467.29
61261.2× 9.81
 In H=6; Preq3= 11.34 =52995.8
61261.2× 9.81
 In H=9; Preq3= 11.80 =50929.86
 61261.2× 9.81
 In H=11; Preq3= 11.92 =50417.14
Table № – determination of required thrusts:
P1 P2 P3 P1 P2 P3 P1 P2 P3 P1 P2 P3 P1 P2 P3
H Cya perm Cyamax Cya perm Cxa perm Cxamax Cxa K1 K2 K3 M1 M2 M3 Preq1 Preq2 Preq3
0 0.931 1.16 0.931 0.0569 0.0767 0.0834 16.3 15.1 11.1 0.43 0.39 0.43 36756.7 39668.1 53850.5
2 2 3 9 1 5 5 6 9 3 9 2 4 7
3 0.916 1.14 0.916 0.0558 0.0751 0.0815 16.4 15.2 11.2 0.44 0.39 0.44 36622.3 39382.2 53467.2
8 8 4 0 2 1 6 4 3 6 3 2 9
6 0.9 1.12 0.9 0.0546 0.0731 0.0793 16.4 15.3 11.3 0.44 0.40 0.44 36466.7 39100.3 52995.8
0 5 4 8 7 4 7 0 7 7 4 0
9 0.876 1.09 0.876 0.0529 0.0705 0.0742 16.5 15.5 11.8 0.45 0.40 0.45 36290.1 38672.6 50929.8
7 7 2 2 9 6 4 0 3 7 3 2 1 6
1 0.852 1.06 0.852 0.0512 0.0678 0.0733 16.6 15.7 11.9 0.45 0.41 0.45 36116.1 38278.4 50417.1
1 4 4 1 4 8 4 0 2 9 1 9 2 9 4
The plot of the dependency between M number and P required is given separately.
 3.2 Determination of required powers and drawing of the Zhukovsky
curve

Nreq=Preq×V=Preq×a(H)×M
For H=0:
101325
√
a(H)= 1.4 ×
1.2250
=340.29

Nreq1=36756.27*340.29*0.439=5410 KW
Nreq2=39668.14*340.29*0.393=5494 KW
Nreq3=53850.75*340.29*0.439=8044 KW

For H=3

A(H)=328.50

Nreq1=36622.23*328.50*0.443=5329 KW
Nreq2=39382.2*328.50*0.396=5123 KW
Nreq3=53467.29*328.50*0.443=7780 KW

For H=6
A(H)=316.45

Nreq1=36466.77*316.45*0.447=5158 KW
Nreq2=39100.34*316.45*0.400=4949W
Nreq3=52995.80*316.45*0.447=7496 KW

For H=9
A(H)=303.85

Nreq1=36290.12*303.85*0.453=4995 KW
Nreq2=38672.61*303.85*0.407=4782 KW
Nreq3=50929.86*303.85*0.453=7010 KW

For H=11
A(H)=216.77
Nreq1=36116.12*216.77*0.459=3593 KW
Nreq2=38278.49*216.77*0.411=3410 KW
Nreq3=50417.14*216.77*0.459=5016 KW

4 Propulsion systems characteristics:

4.1 Available thrust and power :

Calculation is performed taking into consideration that turbofan proportion
system is installed into this aircraft.
A turbofan engine, sometimes referred to as a fanjet or bypass engine, is a
jet engine variant which produces thrust using a combination of jet core efflux and
bypass air which has been accelerated by a ducted fan that is driven by the jet core.
The ratio of the mass of air bypassing the engine core versus the mass of the air
going through the core is referred to as the bypass ratio. A turbofan engine that
derives most of its thrust from the jet engine core efflux is referred to as low
bypass engine whereas an engine that derives most of its thrust from the fan is
referred to as a high bypass engine. In general, low bypass engines are most
commonly found in military applications, and may be equipped with an
afterburner, whereas high bypass turbofan engines are the prevalent design in
today's commercial aviation jet engines.
The core of a turbofan engine is quite similar to that of a turbojet and most
are of the two-spool design. The core consists of high and low pressure, multistage
compressors, a combustor section and high and low pressure, multistage turbine
units. The turbine driving the low speed spool (N1) of a turbofan engine is more
robust, often containing more stages, than that of a turbojet of similar size. This is
necessary as the low-pressure turbine also powers the fan. In a conventional
turbofan engine, the fan and the low-pressure compressor turn at the same speed
whereas in a geared turbofan, they do not. The fan itself is contained within a duct
that surrounds the engine core. Low bypass engines often have a multistage fan
which generates a low volume but relatively high-speed air stream whereas high
bypass engines usually have a single stage fan which generates a high volume but
relatively low speed air stream. The fan airflow, referred to as the cold air stream,
is accelerated by the fan and passes through the engine remaining outside of the
engine core. The cold air stream moves much slower than the hot stream gas flow
passing through the engine core. The cold stream serves to help cool the engine
core and is then mixed with the hot stream exhaust to decrease both the
temperature and the speed of the jet core exhaust flow. This speed reduction serves
to both reduce the noise generated by the engine and to increase the engine
efficiency by more closely matching the speed of the exhaust flow to the design
speed of the aircraft.[[ CITATION Sky1 \l 1033 ]]

Figure 2.3 – Turbofan engine. [[ CITATION Sky1 \l 1033 ]]

Altitudes velocity characteristics of turbofan is a dependency between

maximum of possible engines thrust and Mach number for different values or
magnitudes of flight altitudes. These altitude velocity characteristics can be defined
in form of dependency between thrust coefficient ξ and Mach number and altitude
H.
P (H ,M )
Ξavailable= P0
, where P0 is initial thrust for our engine.
Available thrust is the total thrust of all airplanes engines when the throttle
flap is opened. Measure of throttle control is 1.
Pavailable=∈nPi , where n is the number of engines.
We have the coefficient that takes into consideration the inlet waste, in the
program the value of this coefficient is ξ inlet=0.99, the pylon is also designed to
decrease this waste. In program the calculation altitude is 2Km.
 It is believed that for the smaller altitudes the fuel system automation
restricts the fuel supply in order to protect engine over heating and overloaded
while maintaining the constant value of thrust. An initial thrust for altitude 0 is
determined by the condition that engine must provide the defined Mach number
and defined altitude when the level of double circuit is also defined.
Mdef=0.7, Hdef=8000m, mdef=2
4.2Calculation of available thrusts and powers of altitude and Mach number:

4.2.1 Determine the required thrust and the function of altitude and Mach
number

Table 1.1 – Determination of Preq=f(Mdef, Hdef):

H/ 0 1 2 3 4 5 6 7 8
M
0 _ 6546 41257 4999 67033 91476 121327 155354 3611750
7 0
3 – 6529 44963 4283 52057 66253 85784 109342 2505824
2 7
6 – - 65150 4223 43156 50682 61828 75569 1694079
6
9 – – - 6539 42275 42417 46854 57372 1112230
3
11 – – - 6924 49596 42056 42438 49310 825124
8

5 Determine the engine thrust coefficient for configuration ξavailable:

ξava=ξM×ξH×ξinlet=0.99×ξM×ξH, where ξM is the coefficient of Mach number
influence on the turbofan thrust.
ξM=1-(0.86+0.031mdef) ×M+0.6M2
● ξM0.2=1-(0.86+0.031×2) ×0.2+0.6×0.22=0.8396
● ξM0.3=1-(0.86+0.031×2) ×0.3+0.6×0.32=0.7774
● ξM0.4=1-(0.86+0.031×2) ×0.4+0.6×0.42=0.7272
● ξM0.5=1-(0.86+0.031×2) ×0.5+0.6×0.52=0.6890
● ξM0.6=1-(0.86+0.031×2) ×0.6+0.6×0.62=0.6628
● ξM0.7=1-(0.86+0.031×2) ×0.7+0.6×0.72=0.6486
● ξM0.8=1-(0.86+0.031×2) ×0.8+0.6×0.82=0.6464

Table 2.1–determination of Mach number coefficient:

M 0.2 0.3 0.4 0.5 0.6 0.7 0.8

ξM 0.8396 0.7774 0.7272 0.6890 0.6628 0.648 0.6464
6
 And the coefficient of altitude influence of the engine thrust is
δH
PH T H =0
ξH= P × T
H =0
( ) , where P
H
H=0 =PH=2000m=2Km and δ H =2+0.2m then the

formula will become like :

2.4
PH T H =0
ξH= P × T
H =0
( )
H

2.4
101325 275.15
● ξH=0=
79501
× (
288.15 ) =1
2.4
70121 275.15
● ξH=3= × ( ) =0.9340
79501 268.66
2.4
47217 275.15
79501 ( 249.19 )
● ξH=6 = × =0.7534
2.4
30801 275.15
79501 ( 229.73 )
● ξH=9 = × =0.5974
2.4
22700 275.15
79501 ( 216.77 )
● ξH=11 = × =0.5061

ξH=8=0.6469

Table 2.2–determination of altitude coefficient:

H, km 0 3 6 8 9 11
ξH 1 0.9340 0.7534 0.6468 0.5974 0.5061

And now let’s calculate ξavailable at 0 km:

Using the formula ξava=ξM×ξH×ξinlet=0.99×ξM×ξH, we will have:

 ξava0.2=0.99×1×0.8123=0.8042
 ξava0.3=0.99×1×0.7696=0.7619
 ξava0.4=0.99×1×0.7199=0.7127
 ξava0.5=0.99×1×0.6821=0.6753
 ξava0.6=0.99×1×0.6562=0.6496
 ξava0.7=0.99×1×0.6421=0.6357
  •ξava0.8=0.99×1×0.6399=0.6335

Table 2.3–determination of available thrust coefficient:

H, 0km/M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
ξavail 0.8040 0.7619 0.7127 0.6753 0.6496 0.6357 0.6357 0.6335

4.3 Determination of initial value of available thrust:

P req ( H ¿ , M ¿ )
Using the following formula P0= we need to calculate the initial
ξ av ( H ¿ , M ¿ )
value of available thrust at 6km which is equal to P0=123475 N

4.4 Determination of available thrust:

Using the formula Pavailable=P0×ξava, we need to find the value of available

thrust at 6Km, first of all we must find the value of ξ ava at 6km, we know that
ξava=0.99×0.7534×ξM, then we have

•ξava0.2=0.99×0.7534×0.8123=0.6059
•ξava0.3=0.99×0.7534×0.7696=0.5740
•ξava0.4=0.99×0.7534×0.7199=0.5369
•ξava0.5=0.99×0.7534×0.6821=0.5088
•ξava0.6=0.99×0.7534×0.6562=0.4894
•ξava0.7=0.99×0.7534×0.6421=0.4789
•ξava0.8=0.99×0.7534×0.6399=0.4773

 now let’s find Pava:

 Pava0.2=123475×0.6058=74802 N
 Pava0.3=123475×0.5740=70875 N
 Pava0.4=123475×0.5369=66294 N
 Pava0.5=123475×0.5088=62825 N
  Pava0.6=123475×0.4894=60429 N
 Pava0.7=123475×0.4789=59133 N
 Pava0.8=123475×0.4773=58935 N

Table 2.5–determination of available thrust Pava:

H, 0 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Km/nM
0 122240 10044 95030 88893 84224 81021 79285 79016
2
3 114179 90363 88763 83031 78669 75678 74057 73805
6 92101 92101 70019 66976 63458 61045 59737 59534
9 73021 73021 730 52865 50311 48398 47361 47201
21
11 61863 61863 61863 42952 42624 41003 40124 39988

4.5 Determination of available power:

In this part of our work, we need to calculate the available power at altitude
of 6 km using the following formula: N av =Pav×V=Pav×a×M, then we will get the
following results:
 Nav0.2 =92101*316.45*0.2=5829 kw
Nav0.3=70019*316.45*0.3=6647 kw
Nav0.4 =66976*316.45*0.4=8477 kw
Nav0.5 =63458*316.45*0.5=10040 kw
 Nav0.6 =61045*316.45*0.6=11590 kw
Nav0.7=59737*316.45*0.7=13232 kw
Nav0.8=59534*316.45*0.7=15071 kw

Table 2.6–Determination of available power Navailable;

 H, 0 0.2 0.3 0.4 0.5 0.6 0.7 0.8
km/nM
0 _ 7756 9701 12100 14330 1654 18886 21511
3
3 – 8186 8750 10913 12925 1492 17034 19401
0
6 – 7348 8478 10041 1159 13233 15072
1
9 – – 6544 7644 8823 10073 11473
11 – – 9154 6136 6290 7261 8290 9442

The dependencies between each of available thrust and available power

for altitudes 0, 3, 6, 9, 11Km and Mach numbers are given separately in
military papers.
 5 Determination of the specific velocities of the straight horizontal
steady flight and building of the altitude velocity diagram:

Dependency of required and available thrust that were build in single scale
of mach number for several settled altitude is used as initial data for determination
of specific velocities that are relevant to aircraft flight characteristics.

5.1 Max velocity:

This characteristic is determined as the intersection of the curve of required

and available thrust, which corresponds to the maximum velocity flight
configuration of horizontal steady flight
The value of maximum velocity can be restricted by maximum of head
pressure due to strength condition maximum of head pressure restriction is made
based on the fact that due to increasing of maximum head pressure the load that
acts on the aircraft surface and determines its strength increases too, because of it,
the aircraft weight increased too, also the temperature of kinematic heating where
the heating of an aircraft appears due to increasing of flight velocity, it leads to the
decreasing of construction’s strength and ruggedness.
Table 2.7.1–determination of max:
H 0 3 6 9 11
Mmax 0.557 0.643 0.681 0.702 _

5.2 Min theoretical velocity:

Minimum theoretical velocity is the smallest flight velocity at which the lift
force still can balance the aircraft’s weight at a given altitude, basically we should
not fly on this velocity because of any plot error or vertical wind gust that increases
an attack angle can lead to the aircraft’s stall due to sudden decreasing of C ya on
the overcritical attack angle, In order to find minimum theoretical velocity for
G
different altitudes, we will use the following formula: MminTheo=
√ 0.7∗C yamax × P H × S
 61261.2∗9.81
 For H=0, MminTheo=
√0.7∗1.1641∗101325∗154.7
61261.2∗9.81
=0.221

 For H=3, MminTheo=

√0.7∗1.1461∗70121∗154.7
61261.2∗9.81
=0.270

 For H=6, MminTheo=

√0.7∗1.1250∗47217∗154.7
61261.2∗9.81
=0.323

 For H=9, MminTheo=

√0.7∗1.0959∗30801∗154.7
=0.441

Table 5.2–determination of minimum theoretical velocity:

H 0 3 6 9 11
MminTheo 0.221 0.270 0.323 0.441 _

5.3 Optimal velocity:

Max lift drag is accomplished in flight when C yaHF = CyaOptimal, configuration

of CyaOptimal corresponds to the optimal angle of attack αoptimal on the polar, velocity
that corresponds to the Preqmin and αoptimal is called optimal velocity. In this part of
work, we need to find Mopt for different altitudes using the formula: Moptimal=
G
√ 0.7∗C yaopt × P H × S
lowest part of the curve.
or by the intersection of the horizontal line when it meets the

61261.2∗9.81
Moptima=
√0.7∗0.9312∗101325∗154.7
61261.2∗9.81
=0.202

Moptima =
√
0.7∗0.9168∗70121∗154.7
61261.2∗9.81
=0.245

Moptima =
√
0.7∗0.9∗47217∗154.7
61261.2∗9.81
=0.303

Moptima =
√
0.7∗0.8767∗30801∗154.7
61261.2∗9.81
=¿ ¿0.380

Moptima =
√
0.7∗0.8524∗22700∗154.7
=0.448

Table 5.3–Determination of optimal velocity:

 H 0 3 6 9 11
Mopt 0.202 0.245 0.303 0.380 0.448

Now we need to find the hourly consumption Cspecific for different altitudes
and Mach numbers, using the formula CspeH.C=Cspe×Preqmin
Fuel hourly consumption determines the flight duration and the flight with
the velocity Voptimal corresponds to the configuration of maximum flight duration.
For H=6
 CspeH.C0.0.2=65150*1.0*0.0461=3004 kg/h
 CspeH.C0.3=42236*0.972*0.0556=2283 kg/h
 CspeH.C0.4=43156*0.968*0.0572=2390 kg/h
 CspeH.C0.5=50682*0.940*0.0598=2850 kg/h
 CspeH.C0.6=61828*1.0*0.0629=3866 kg/h
 CspeH.C0.7= 75569*0.994*0.0665=4996 kg/h
 CspeH.C0.8=1694079*0.960*0.0708=115144 kg/h

5.4 Cruising velocity:

This velocity corresponds to our biggest flight distance, it is the tangential
from the origin to the curve of our required thrust, we can find it by using the
G
following formula too, Mcruising=
√ C yacruis × P H ×S

G
Mc0=
√ C yacruis × P H ×S
=¿ ¿0.391

Mc3=0.463
Mc6=0.682
Mc9=0.684
Mc11=0.717
 Table 2.7.4–determination of cruising velocity :
H 0 3 6 9 11
Mcruis 0.391 0.463 0.682 0.684 0.717

If we are talking about max flight distance, we need to consider the fuel
consumption per kilometer is determined by the flight distance and the flight with
cruising velocity corresponds to the biggest distance flight configuration which is
Chspe P
determined by the formula: Ck=
V ( )
=Cspec× req
V
for different altitudes and Mach
min

numbers.
After finding the minimum V for altitudes 0, 3, 6, 9, 11 Km, we can start
calculating our fuel consumption Ck.
For H=0:

( 41257 )
 Ck0.2=0.0596× 280.17 =8.776 kg/km
49990
 Ck0.3 =0.0612×( 367.51 )=8.324 kg/km
67033
 Ck0.4 =0.0635×( 490.02 )=8.686 kg/km
91476
 Ck0.5 =0.0661×( 612.52 )=9.870 kg/km

For H=3:
44963
( )
 Ck0.2=0.0575× 236.58 =10.928 kg/km
42837
 Ck0.3 =0.0580×( 354.87 )=7.001 kg/km
52057
 Ck0.4 =0.0603×( 473.16 )=6.634 kg/km
66253
 Ck0.5 =0.0630×( 591.44 )= 7.057kg/km
85784
 Ck0.6 =0.0661×( 709.73 )=7.933 kg/km
 For H=6:

( 43156 )
 Ck0.4=0.0572× 455.69 =5.417 kg/km
50682
 Ck0.5 =0.0598×( 569.61 )=5.320 kg/km
61828
 Ck0.6 =0.0629×( 683.53 )=5.689 kg/km

For H=9:

( 42417 )
 Ck0.5=0.0567× 413.51 =5.816 kg/km
46854
 Ck0.6 =0.0598×( 496.22 )=5.646 kg/km

5.5Economic velocity:

This velocity we can find it in the curve of our powers, and it is determined
by the horizontal tangential to the curve of required power or by the following
G
formula: Meconomic=
For H=0
√ C yaEconomic × PH × S
where

3 C xao 3 × 0.02271

For H=3
√
Cya eco=
A
=
√0.04706
=1.20

Cya eco=1.18
For H=6
Cya eco=1.16
For H=9
Cya eco=1.98

61261.2× 9.8
 Meconomic=
√
0.7× 1.20 ×101325 ×154.7
=0.283
61261.2× 9.8
 Meconomic=
√
0.7× 1.18 ×70121× 154.7
=0.331
 61261.2 ×9.8
 Meconomic=
√
0.7× 1.16 × 47217× 154.7
61261.4 × 9.8
=0.401

 Meconomic=
√
0.7× 1.1× 30801× 154.7
61261.2× 9.8
=0.489

 Meconomic=
√
0.7× 1.98 ×22700 ×154.7
=0.570

Table 2.7.5–determination of economic velocity:

H 0 3 6 9 11
Meco 0.283 0.331 0.401 0.489 0.570

5.6 Theoretical static flight altitude:

Static ceiling is the biggest flight altitude on which the horizontal straight steady
flight is possible, for flight altitude more than basic altitude of 11 km, we can
P H >11
calculate the altitude of static ceiling by the formula: PSTH>11=PH=11× P
H =11

X aiH=11
Then, PSTH>11=PH=11×
√
Xai is the induced drag;
P H =11− X aoH =11

Xao is the passive drag;

PH is the available thrust;
PH is the air pressure corresponding to H=11km
S is the gros wing area
Now let’s find the parameters XaiH=11 and XaoH=11
We know that XaoH=11=0.7×Cxao×PH=11×M2×S
 XaoH=11=0.7×0.02271×22700×0.22×154.7=2233.03 N
 XaoH=11=0.7×0.02205×22700×0.32×154.7=4878.26 N
 XaoH=11=0.7×0.02164×22700×0.42×154.7=8511.21 N
  XaoH=11=0.7×0.02135×22700×0.52×154.7=13120.55 N
 XaoH=11=0.7×0.02112×22700×0.62×154.7=18690.05 N
 XaoH=11=0.7×0.02092×22700×0.72×154.7=25198.34 N
 XaoH=11=0.7×0.02074×22700×0.82×154.7=32628.93 N

A ×G 2
And XaiH=11=
0.7 × P H × M 2 × S
0.04706 × ( 61261.2× 9.8 )2
 XaiH=11= =172504.67 N
0.7 ×22700 ×0.22 ×154.7
0.04706 × ( 61261.2× 9.8 )2
 XaiH=11= =76668.74 N
0.7 × 22700 ×0.32 ×154.7
0.04705× ( 61261.2× 9.8 )2
 XaiH=11= =43117.004 N
0.7 × 22700 ×0.4 2 ×154.2
0.04703× ( 61261.2× 9.8 )2
 XaiH=11= =27583.15 N
0.7 × 22700 ×0.52 ×154.7
0.04701× ( 61261.2× 9.8 )2
 XaiH=11= =19146.82 N
0.7 × 22700× 0.62 ×154.7
0.04697 × ( 61261.2× 9.8 )2
 XaiH=11= =14055.08 N
0.7 × 22700 ×0.72 ×154.7
0.04692× ( 61261.2× 9.8 )2
 XaiH=11= =10749.46 N
0.7 × 22700× 0.82 ×154.7

After finding all the necessary parameters, we can start calculating our
PSTH>11
172504.67
 PSTH>11=22700×
√ 61863−2233.03
76668.74
=38609.48 N

 PSTH>11=22700×
√ 61863−4878.26
43117.004
=26330.30 N

 PSTH>11=22700×
√ 42952−8511.21
27583.15
=22962.51 N

 PSTH>11=22700×
√ 42624−13120.55
19146.82
=21948.83 N

 PSTH>11=22700×
√ 41003−18690.05
14055.08
=21027.88 N

 PSTH>11=22700×
√ 40124−25198.34
=22027.98 N
 10749.46
 PSTH>11=22700×
√ 39988−32628.93
=27921.10 N

Table #–determination of theoretical static flight altitude:

M XaoH=11 XaiH=11 PavH=11 PHi Hstatic
0.2 2233.03 172504.67 61863 38609.48 0
0.3 4878.26 76668.74 61863 26330.30 3
0.4 8511.21 43117.004 42952 22962.51 6.5
0.5 13120.55 27583.15 42624 21948.83 9
0.6 18690.05 19146.82 41003 21027.88 _
0.7 25198.34 14055.08 40124 22027.98 _
0.8 32628.93 10749.46 39988 27291.10 –

The plot of dependencies between Altitudes and Mach numbers and

static ceiling are given separately in military papers.
 6 Climbing characteristics:

Between the required thrust curve. The available thrust curve and the vertical
tangent to the thrust curve, there is an area of possible steady climb configuration
for horizontal flight.
The vertical component of velocity Vy is related to the velocity along the
trajectory V by the ratio Vy =Vsinθ , In turn, as already known sinθ=
P−X a Pav −Preq ∆ P P −P ∆P
= = from here we get Vy = av req v = G v.
G G G G
In case if Pav>Preq, then ∆ P >0 and Vy>0 it means that there is a climb, for
each given flight velocity v, the point corresponding to the highest possible V max is
located on the available thrust curve, by adjusting the throttle position using the
engine control lever, you can obtain the available thrust force represented by any
point in the specified area, in this case each point of this area will correspond to a
certain amount of excess thrust, as compared to that required for horizontal flight.
When moving, excess thrust ∆ P is spent on lifting the aircraft.
Based on initial data of calculated mass and available, required thrust which
were obtained earlier for each value of mach number, now we need to determine
P av− P N av −N req
the velocity Vy* = req
×V = at H Nav is the available power;
mg mg
Nreq is the required power;
M is the calculated mass of the aircraft;
g is the gravity acceleration.

14524−11328
 Vy0.3*= 61261.2 ×9.8 =0.9
14175−10672
 Vy0.4*= 61261.2 ×9.8 =5.2
19780−13644
 Vy0.5*= 61261.2 × 9.8 =5.4
21246−15427
 Vy0.6*= 61261.2 × 9.8 =3.3
20231−23044
 Vy0.7*= 61261.2 × 9.8 =-0.8
24328−28374
 Vy0.8*= 61261.2× 9.8 =-6.8
 
Table #–determination of velocity Vy*:
H/M 0 0.2 0.3 0.4 0.5 0.6 0.7 0.8
0 _ 4.5 9.1 8.8 4.9 -3.6 -16.7 -34.6
3 – 3.8 7.2 8.8 7.3 3.1 -4.5 -15.6
6 – _ 0.9 5.2 5.4 3.3 -0.8 -6.8
9 – – _ -2.6 2.0 1.8 0.2 -4.1
11 – – _ -6.3 -1.7 -0.3 -0.8 -3.7

The dependency between Vy* and Mach numbers for different altitudes and
the diagram of practical and theoretical ceiling, and dependencies between time
and altitudes are given separately in military papers.

1
Table 2.8.2–determination of time per minute in accordance with V ¿ :
ymax

H 0 3 6 9 11
T 0.10 0.11 0.18 0.5 -3.3

Table 2.8.3–determination of time per minute in accordance with altitudes:

H 0–3 0–6 0–9 0–11
T 5.17 12.06 25.11 _
The plots of corresponded dependencies are given separately in military
papers.
Conclusion:
.
The Airbus A321 is a member of the Airbus A321 family of short- to medium-
range, narrow-body, commercial passenger twin-engine jet airliners
manufactured by Airbus. The A321 carries 124 to 156 passengers and has a
maximum range of 3,700 nm

Flight dynamics is the study of the performance, stability, and

control of vehicles flying through the air or in outer space.The
the study of forces and the resulting motion of objects through
air. Studying the motion of air around an object allows us to
measure the forces of lift, which allows an aircraft to overcome
gravity, and drag, which is the resistance an aircraft feels as it
moves through the air. Everything moving through the
air(including airplanes, rockets and birds) is affected by
aerodynamics. In order for an airplane to fly at all, air must flow
over and below its wings. The more aerodynamic, or
streamlined an airplane is, the less resistance it has against air. If
air can move around the airplane easier, the airplane's engines
have less work to do. This means the engines do not have to be
as big or consume as much fuel which makes the airplane more
lightweight and easier to fly. Engineers have to think about what
type of airplane they are designing because certain airplanes
need to be aerodynamic in certain ways. For example, fighter
jets maneuver and turn quickly and fly faster than sound
(supersonic flight) over short distances. Most passenger
airplanes, on the other hand, fly below the speed of sound
(subsonic flight) for long periods of time.
Approach of thrust by Zhukovsky and power base on the
comparison of thrust
These comparison of required thrust and power is performed for
each altitude and
defined Mach number.Thrust approach is used for the
calculation of flight
characteristic of an aircraft with turbofan approach of power is
used for calculation
of flight characteristics of an aircraft with propeller, these
approaches give the
possibility to determine the following flight characteristics:
 Range of altitudes and velocities for straight horizontal
flight.Characteristics
or distinctive velocities which is exactly max velocity, min
theoretical
velocity, min acceptable velocity, optimal velocity for economic
flight,
cruising velocity.Max static ceiling altitude.Rate of climb.Fuel
consumption
per kilometer or per hour.Time or duration of flight.Flight
distance.
The mechanization is used to decrease landing velocity or take-
off landing distance
by changing the aerodynamic characteristics of the wing, and the
types of
mechanization can be deflectable (Flap) or extendable (slat) and
these types blow
away the boundary layer. Altitudes velocity characteristics of
turbofan is a
dependency between maximum of possible engines thrust and
Mach number for
different values or magnitudes of flight altitudes. These altitude
velocity
33

characteristics can be defined in form of dependency between

thrust coefficient ξ
and Mach number and altitude H.
Kinematic characteristics are characteristics that define the
aircrafts motion during
flight: 
-Max altitude: This is also known as theoretical static flight
ceiling. This is the highest possible altitude on which horizontal
steady flight can be performed.
Above this altitude, air condition change, and so flight is not
possible.
-Rate of aircraft climb: this is the time it takes to increase from
one altitude to
another. This time reduces with higher velocity 
-Range of flight: This is the distance that an aircraft can fly
between takeoff and
landing. Its usually limited by fuel capacity. 
In general, magnitude of aerodynamic forces depends angle of
attack, declination
angle of elevation rudders, aircraft stabilizer, ailerons, mode of
flight and wing
mechanization etc. Lastly, if we want to increase the Thrust, we
need to increase
the velocity, but at higher altitudes, due to increase in passive
and induced drag the
specific velocities move to the right.
-Max flight velocity: This velocity is gotten by the cross point of
required and
available thrusts. Above this velocity, there is maximum head
pressure restriction
and Kinematic heating occurs, as such we cannot fly. Maximum
flight velocity
gotten by method of Zhukovsky thrust
 1. References  Empennage - D. Stinton The design of the aeroplane, Longitudinal stability
- Hoerner Fluid Dynamic Lift - Ilan Kroo, Aircraft Design. In stability considerations (tail
sizing, tail area, stabiliser volume coefficient), authors always deal with the whole unit,
that includes elevators. "Horizontal tail" or "tail" terms are generally used in lieu of
"stabilizer".
2. ^ Roskam, Jan (2002). Airplane Design: Pt. 3. Lawrence: DARcorporation.
p.  287. ISBN 1-884885-56-X. Retrieved 30 July 2015.
3.  Garrison, P; "Three's Company"; Flying 129 (12), December 2002, pp.85-86: "the
stabilizer in the front" ... "This is the function of the stabilizer. if it's in the back it
typically pushes downward, and if it's in the front it lifts upward."
4. Benson, T (Ed): "Airplane parts and functions", Beginner's Guide to Aeronautics, NASA
Glenn Research Center, On the Wright brother's first aircraft, the horizontal stabilizer
was placed in front of the wings.
5. ^ US Patent US 6064923 A, Aircraft with reduced wing structure loading: "...a front
stabilizer, generally known as a canard stabilizer,"
6.  Horizontal stabilizer - elevator, NASA, On some aircraft, the pitch stability and control
is provided by a horizontal surface placed forward of the center of gravity
7. ^ e.g. In AIR International May 1999, p.311, Hoerner and Borst, Fluid Dynamic Lift,
page 11-29, and Page 11-33 Delta canard, NASA TM 88354, A look at handling qualities
of canard configurations, p. 14 and Kundu, Aircraft Design, Page 92,
8. ^ Phillips, Warren F. (2010). "4.6 Simplified Pitch Stability Analysis for a Wing-Canard
Combination". Mechanics of Flight (2nd ed.). Hoboken, New Jersey: Wiley & Sons.
p.  425. ISBN 978-0-470-53975-0. …it is the main wing and not the canard that provides
stability for the wing-canard configuration.

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_ANALYSIS_OF_AN_AIRCRAFT_WITHIN_THE_CONCEPTUAL_STA
GE_OF_THE_AIRCRAFT_DESIGN
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SkyBray. (n.d.). Retrieved from
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The free dictionary by farlex. (n.d.). Retrieved from
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What is Aerodynamics. (n.d.). Nasa Knows, pp.
https://www.nasa.gov/audience/forstudents/5-8/features/nasa-knows/what-
is-aerodynamics-58.html.