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1 The Procedure

Aircrafts usually y. But before they can y, they rst have to take o from the ground. There are several moments during the take-o run that deserve some special attention. We now take a close look at the lift-o procedure of a multi-engined jet aircraft. The take-o procedure for other airplanes is similar. Before take-o, the airplane taxis to the start of the runway. At that moment its velocity is V0 = 0. When clearance is given by the control tower, the pilot gives the engines maximum power. At a certain velocity Vdec , called the decision speed, the pilot needs to make a decision. It is the last moment at which the airplane can still stop its take-o. In case of an engine failure it might be worth staying on ground. If the pilot decides to continue the take-o, the airplane will soon reach the rotation speed Vr . At this point the pilot pulls the nose of the aircraft up, while the rear wheels still stay on the ground. For a brief moment the aircraft will have a certain constant rotational speed qrot , until the desired pitch angle req is reached. A short moment later the lift-o speed Vlof is reached. This is the speed at which the wheels no longer touch the ground. However, the take-o has not yet been completed. The aircraft still needs to reach the screen height Hscr . At this height, which is usually 35 or 50 feet, the aircraft is safe from obstacles like trees or buildings. The speed of the aircraft at the screen height must be at least a certain climb-out speed (sometimes called safety speed) Vscr to ensure a safe climb.

Decision Speed

All the velocities that were mentioned in the previous paragraph are given to the pilot by the aircraft manual. However, some one needs to write the manual, so there must be a way to determine these velocities. We primarily examine the decision speed.

Figure 1: Clarication of decision speed. Lets take a look at gure 1. Two graphs are displayed. Graph 1 is the distance you need to stop if you apply full brakes at the given velocity. Graph 2 is the distance you need to take o if one engine fails. If engine failure occurs at low velocities, the distance to stop is small. So it is preferable to stop. For high velocities stopping requires to much runway space. Its wiser to take o with the remaining engines. The intermediate point, where stopping requires as much distance as taking o, is of special interest to us. The velocity at which this occurs is the decision speed. At this speed you can still stop the aircraft,

but if you continue accelerating, you have to lift o. The distance you need to either stop or to take o is called the balanced eld length. Now lets look at the other velocities. The screen height is usually equal to the minimum velocity plus a safety factor. So Vscr = jVmin , where for most aircrafts j = 1.2. The rotation speed Vr is then set at the velocity such that Vscr is still reached at the screen height if engine failure occurs. You may also be wondering what the procedure is if you only have one engine on your aircraft. If that engine fails, you should brake if youre able to. If you are not, you should still take o and hope there is an empty eld ahead of you in which you can make an emergency landing.

To learn more about the ground phase, we look at the forces acting on the aircraft. These forces are shown in gure 2.

Figure 2: Forces acting on the aircraft during ground run. We have seen all forces already in the chapter about cruise, except the normal force N and the gear drag Dg . But what can we say about this gear drag? We can assume that it is proportional to the normal force N , so Dg = N = (W L), (3.1) where is the friction coecient. This coecient depends on the wheels of the aircraft, as well as the environment. If we now look at the forces acting on the aircraft in horizontal direction, we will nd W dV = T D Dg = T D (W L). g dt (3.2)

It is important to note the other assumptions we have made. We assume that the runway is horizontal, that there is no wind and once more that the thrust is in the direction of the velocity. When you apply normal aerodynamics equations to calculate the aerodynamic forces L and D, you should be careful. Since the aircraft is still on the ground, there is the so-called ground eect. The air which our wings push down is pushed back up by the ground. This causes the eective angle of attack to increase. The lift therefore goes up. The ground also reects the vortices our wing creates, partially canceling them. This causes the induced drag to decrease. The ground eect is therefore considered to be a positive eect for airplanes.

Take-O Distance

Now we are curious about the amount of runway the aircraft needs for the entire take-o procedure. We rst look at the ground phase. From dynamics we know that a ds = V dV . Rewriting gives

Vlof

sground =

0

1 V dV = a a

Vlof

V dV =

0

1 2 V . 2 a lof

(4.1)

, D and D g are the mean thrust, drag and gear drag, respectively. We use this mean acceleration where T because it is very hard to express the thrust, drag and gear drag as a function of the velocity during a ground run. In practice, however, the mean acceleration a is approximately equal to the acceleration at 1 2 V . So the thrust, drag and gear drag only have to be calculated at one given velocity to nd the lof 2 take-o distance corresponding to the ground phase. Now lets consider the airborne part of the take-o. To nd this, we rst have to rewrite the equation of motion to W dV W dV ds W dV W d(V 2 ) T D W sin = = = V = . (4.3) g dt g ds dt g ds 2g ds Rewriting again will now give the so-called equation of energy, being (T D)ds = W W d(V 2 ) + W sin ds = d(V 2 ) + W dH, 2g 2g (4.4)

where the variable H indicates the height. The left side of this equation indicates the power that is put into the system, while the right side shows the change in kinetic and potential energy. To nd the distance needed to reach the screen height, we once more integrate. We will nd

sair Vscr

(T D)ds =

0 Vlof

W d(V 2 ) + 2g

Hscr

W dH,

0

(4.5)

(4.6)

D ) = At the screen height we should have reached a steady climb. We therefore may assume that (T 2 (T D)scr . Since the speed is constant in a steady climb, we know that dVscr = 0 and thus also dVscr = 0. D ), where we This implies that (T D)scr W sin scr = 0, or equivalently W scr = (T D)scr = (T have used sin scr scr . Now we nd that scr sair =

2 2 Vscr Vlof + Hscr . 2g

(4.7)

To nd the total take-o distance, simply add up the airborne distance sair to the ground run distance sground .

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