AE-705: Introduction to Flight Takeoff & Landing by Hemashree - - PowerPoint PPT Presentation

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AE-705: Introduction to Flight Takeoff & Landing by Hemashree - - PowerPoint PPT Presentation

Aug 15, 2023 435 likes •861 views

AE-705: Introduction to Flight Takeoff & Landing by Hemashree Kakar Mechanical Engineering Department RTU Kota AE-705 Introduction to Flight Lecture-18 Capsule-09 Take-off and Landing AE-705 Introduction to Flight Lecture-18

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AE-705 Introduction to Flight Lecture-18 Capsule-09

AE-705: Introduction to Flight Takeoff & Landing

by Hemashree Kakar

Mechanical Engineering Department RTU Kota

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Take-off and Landing

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TAKE-OFF

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For an aircraft to lift off the ground Lift > Weight Aircraft velocity > Stalling Velocity

Lift-off Velocity (VLO) Usually, VLO > 1.15 Vstall

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PHASES DURING TAKE-OFF

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D W T L μ R Transition Climb Screen Height (15 m) Take-off distance Ground run V

A = Nose wheel lift off speed ≈ 0.85 VTO

V

A

V

A > VTO

Phases Ground run Transition Climb

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The take-off distance(s) and the time (t) taken for it

Distance covered and time taken during ground run Distance covered and time taken during transition phase Distance covered and time taken during climb phase

Estimation of take-off performance

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Distance covered and time taken during ground run

D W T L μ R R

and time taken (t1) is given by :

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Various speeds during Take-off Run

V = 0

Vr Vmc V1 Vs Vmu VLO V2 15 m

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Vs = Stall Speed

speed in steady level flight at W = WTO CL = CLTO Depends upon:

Configuration of the plane

Flaps Slats Lift-control devices

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Vmc : Minimum control speed

Starboard engine fails Yaws to the starboard

Apply port side rudder

Counter moment produced Aircraft balanced Below a certain speed there simply is not enough aerodynamic force generated by the rudder to produce the correcting yaw. This velocity is called Vmc.

Vmcg Vmca

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Vmu

Vmu : Minimum unstick speed

Speed which defines the point at which the aircraft could take

  • ff if the maximum possible rotation angle were reached.

This maximum angle would occur if the tail of the plane were to actually scrape the ground.

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Distance covered (s2) and time (t2) taken during transition phase

Work done by engine = Work done in overcoming drag + Increase in KE Time taken (t2) in transition

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The height attained during transition phase can be obtained by treating the flight path as part of a circle Hint:

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Distance covered (s3) and time (t3) taken during climb phase

Time taken (t3) in climb phase

Screen Height (15 m) Climb

Take-off distance = s1 + s2 + s3 Take-off time = t1 + t2 + t3

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Acceleration force as Thrust

1) Afterburner 2) Rocket Assisted Take-off 3) Catapult Takeoff

Take-off run as accelerating force

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Apply brakes and stop the plane Or Continue to fly with one engine inoperative and take-off

Needs longer runway take-off distance increase

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The speed of aircraft in this condition is called Decision Speed

(sstop)decision speed = (sstop)one engine failure

sstop : Distance taken to stop

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Aircraft flying close to the ground The strength of the wing- tip vortices decreases The downwash and hence induced drag are reduced Ground Effect

h = height of the wing above the ground b = wingspan

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Phases of Landing

Screen Height (15 m)

Landing distance (s1) Ground run (sg)

V = 0

Float Flare Final approach Roll Touch down

V = VT = 0.9 V

A

V = V

A

Airborne distance(s)

W L μ R D Final approach Steady descent Flare Flight path tends to horizontal Float Main wheel touches the ground (Vy ≤ 4 m/s) Roll Nose wheel lowers to touch the ground Brakes not applied Ground run Decelerates to come to halt Brakes applied

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Estimation of Landing Distance

Braking System Acceleration (a) Simple

  • 1.22 m/s2

Average

  • 1.52 m/s2

Modern

  • 1.83m/s2

Airplanes with modern braking system and reverse thrust on reverse pitch propellers

  • 2.13 to 3.0 m/s2
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LD as wing loading (W/S) LD as wing density (ρ) LD as wing loading (W/S) LD as wing density (ρ)

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How to decrease landing distance ?

Reverse thrust Arresting gear Drag parachute Spoilers

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FLAP SETTINGS DURING TAKE-OFF AND LANDING

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Take-off

High CLmax decreases Take-off run and Landing distance Optimum CLTO and corresponding flap setting Lowest Take-off run CLTO VTO sTO CLTO CD sTO

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Landing

CLL = CLmax and corresponding flap setting Lowest Take-off run CLL VA sTO CLL CD sTO

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(CLmax)TO = 0.8 (CLmax)L

Takeoff Flap setting is lower than Landing Flap setting Take off Flap: 20 - 40 deg Landing Flap: 40 – 60 deg

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HOLDING STACKS @ AIRPORT

Just before final approach to land

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HOLDING STACKS

  • Typical Arrival patterns
  • Busy airports / times
  • Extra Fuel carried
  • Regulatory requirement
  • 60 to 75 minutes

Usual Actual

  • Massive changes needed
  • Usually due to weather
  • Extra Fuel carried
  • Navigational Reserves

APPROACH PATHS

~ 800 km

  • Massive changes needed
  • Usually due to weather
  • One Example
  • Extra Fuel carried
  • Navigational Reserves
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Use of Holding Stacks during bad weather

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X-WIND TAKEOFF & LANDING

Most difficult and dangerous flight operations !

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No crosswind at all with an exact headwind with an exact tailwind with no wind In all other conditions there is a cross wind

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http://www.experimentalaircraft.info/flight-planning/aircraft-performance-41.php

Let angle between wind direction and runway = 70° Let wind velocity = 30 Knots

Crosswind = 28 Knots Ignore the zigzag pattern of wind velocity (red)

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Vertical Take-off and Landing (VTOL)

Vertical lift is achieved by counter rotating propeller blades housed inside a duct. Mainly used in Military Aircraft

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limited application

  • f VTOL in

personal aircraft low fuel efficiency safety high noise levels

high cost of

  • peration

per passenger mile

slow speed

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Look at this and imagine what would happen if one of the engines suddenly stopped working

https://www.quora.com/Why-arent-VTOL-technologies-used-in-airliners

Airbus A350

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Now look at this and imagine what would happen if one of the engines suddenly stopped working

https://www.quora.com/Why-arent-VTOL-technologies-used-in-airliners

Bell Boeing V-22 Osprey (VTOL)

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Future Scope

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http://www.gabriel-project.eu/

Magnetic Levitation

Area of benefit Values

Weight 9.3% saving for take-off weight, 18.1% for total fuel weight Fuel consumption 79.6% reduction for take-off, 8.2% for the en- route, 60% for the LTO Emissions at the airport region decreasing by 58% CO2, 60% NOX for LTO Noise at the airport region in terms of area affected reduction by 64% for take-off, 19.7% for landing Sustainability increasing by 8.75% Cost-benefit- total cost savings per cycle total cost savings per cycle 1.579,26 €