STALL SPEED REQUIREMENT NoT met STALL SPEED REQUIREMENT MeT SOFT Lol wee 200 ae.ore pamaneren om, Sgro Caney Figure 3.3 Effect of Take-off Parameter, TOP, on Take-off Distances ae Part I Chapter 3 Page 933.2 SIZING TO TAKE-OFF DISTANCE REQUIREMENTS Take-off distances of airplanes are determined by the following factors: ®, Take-off weight, Woo 2. Take-off speed, Vpo (also called lift-off speed) 3, Thrust-to-weight ratio at take-off, (T/Wnq (or weight-to-power ratio, (W/P),, and the corresponding propeller characteristics) 4. Aerodynamic drag coefficient. Cy and ground friction coefficient, ue G 5. Pilot technique In this section it will be assumed, that take-offs take place from hardened surfaces (concrete or asphalt) unless otherwise stated. Take-off requirements are normally given in terms of take-off field length requirements. These requirements differ widely and depend on the type of airplane under consideration. For civil airplanes, the requirements of FAR 23 and FAR 25 must be adhered to. In the case of homebuilt airplanes it is not necessary to design to the FAR’s. In that case, the individual designer may set his own take-off requirements. For military airplanes the requirements are usually set forth in the so-called Request-for-Proposal or RFP. All take-off calculations for military airplanes must be done with the definitions of Reference 15. Depending on the type of mission, the take-off requirements are frequently spelled out in terms of minimum ground run requirements in combination with some minimum climb capability. For Navy airplanes with carrier capability, the limitations of the catapult system on the carrier must be accounted for. Sub-sections (3.2.1) through (3.2.6) address the sizing to take-off requirements for airplanes with essentially mechanical flap systems. For airplanes with ‘augmented’ flaps systems or for vectored thrust airplanes the reader should consult Refs. 12 and 13. Part I Chapter 3 Page 943.2.1 Sizing to FAR 23 Take-off Distance Requirements Pigure 3.2 presents a definition of take-off distances used in the process of sizing an airplane to PAR 23 requirements. FAR 23 airplanes usually are propeller driven airplanes. In Reference 11 it is shown, that the take-off ground run, Sgqq of an airplane is proportional to take- off wing loading (W/S)qq, take-off power loading. (W/P)g and to the maximum take-off lift coefficient, C, fl MAX no © (W/S) nq (W/P) ng! oC, = TOP, 3, (3.2) TO 0 nang 23 where TOP,, is the so-called take-off parameter for SoG FAR 23 airplanes. Its dimension is 1bs”/ft”hp. The reader should keep in mind, that the lift coefficient at lift-off, C, is related to the ‘TO maximum take-off lift coefficient, C, by: MAX no, 1,21 @.3) ‘TO Figure 3.3 relates sqo, to the take-off parameter, on Tro ‘max, TOP,, for a range of range of single and twin engine FAR 23 certified airplanes. Figure 3.4 relates 8,, and Byog to each other. There is a lot of scatter in the data. One reason is, that take-off procedures vary widely. Another is that take-off thrust depends strongly on propeller characteristics. Finally, take-off rotation to lift-off attitude depends on control power, control feel and on airplane inertia. Nevertheless, it is useful to employ the correlation lines of Figures 3.3 and 3.4 in the preliminary sizing process. The correlation lines drawn suggest the following relationships: 2 Sqog 7 4:9TOP,3 + 0-009TOP, 5 G.4) and, since Figure 3.4 implies: Bm9 ~ 1: 668q9¢ G5) Part I Chapter 3 Page 95