This document discusses descent analysis, profiles, and determining the point of descent. It explains that descent analysis is similar to climb analysis but with a lack of thrust instead of excess thrust. It discusses variables that impact descent angle and minimum drag speed like altitude, weight, configuration, and wind. The descent profile for aircraft typically mirrors the climb profile in reverse. Determining the top of descent depends on factors like weight, icing conditions, wind, and cabin pressure limitations, with a general rule being to calculate it as three times the number of flight levels to be descended.
This is a lecture on normal stress in mechanics of deformable bodies. There is a quick overview on what strength of materials is at the beginning of the presentation.
Presentation by:
MEC32/A1 Group 1 4Q 2014
MAGBOJOS, Redentor V.
RIGOR, Lady Krista V.
SALIDO, Lisette S.
Mapúa Institute of Technology
Presentation for Prof. Romeo D. Alastre's class.
Asiana Airlines 214 & Digital Crisis ManagementBrendan Hodgson
This document reflects relevant online activity related to the crash of Asiana Airlines 214 which occurred on the evening of July 6, 2013. It covers the initial 90 minutes of online activity with a 12-hour refresh. It is based purely on external analysis of the incident and communications activities undertaken in the public domain.
Fighter Aircraft Performance, Part II of two, describes the parameters that affect aircraft performance.
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For Video Lecture of this presentation: https://youtu.be/NAjezfbWh4Y
The topics covered in this session are, drag, categories of drag, drag polar equation and drag polar graph, drag polar derivation, induced drag coefficient.
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A Good Effect of Airfoil Design While Keeping Angle of Attack by 6 Degreepaperpublications3
Abstract: Airfoil is a shape of wing or blade of (a propeller, rotor or turbine) by which a fluid generates an aerodynamic force. The component of this force perpendicular to the direction of its speed is called lift force and the component parallel to its speed is called drag forces. Here we see that if we set the angle of attack by 6 degree in fluid NACA0012 we found the aerodynamic forces with suitable positive result our research is totally based on iterations method and based on the help of cfd software.
4. DESCENT ANALYSIS
The descent analysis is very similar to the climb analysis. In this case,
lift is also less than weight. The only difference is that a lack of thrust
exists (instead of an excess of thrust):
sin φ = (D – T) / W
R/D = TAS · sin φ W
T-D
·TASR/D =
5. DESCENT ANALYSIS
TAS
R/D
VR/D MIN
60k T
70k T
80k T
φ
BEST GLIDE ANGLE
Vφ MIN
Unlike climb speeds, Vφ MIN is always higher than VR/D MIN.
MINIMUM DRAG
6. DESCENT ANALYSIS
From the previous equation and its graph, we can make some
conclusions:
Vφ MIN is always higher than VR/D MIN.
R/D depends on weight, DA, configuration and speed. The angle of
descent (φ) depends on all of this plus the wind.
φMIN gives best glide range. This angle and its range do not depend
on weight. However, the VφMIN increases as weight increases.
VφMIN increases with headwind and decreases with tailwind.
9. DESCENT PROFILE
If the aircraft descends at a constant TAS, drag force increases, so an
increase of R/D and descent angle is produced.
However, in practise, this type of descent is never performed. The
usual descent profile is equal to the climb profile but in the opposite
way. Here is an example of an A330 (0.82 / 300 kt / 250 kt):
11. POINT OF DESCENT
Unless otherwise instructed by ATC, the flight crew will determine the
Top Of Descent (POD) for every flight.
TOD location depends on several factors, such as weight, icing
conditions, wind and cabin pressure limitations.
If an accurate determination of TOD location is required, descent
charts must be used. However, to simplify operation and reduce pilot’s
workload, a general rule for jet aircraft exists:
TOD = Flight levels to be descended · 3
Then, gross corrections (based upon experience) have to be made due
to wind, weight and icing.