PERFORMANCE ANALYSIS OF CONCORDE

By

Talha Kaleem

150101004

Aerospace 14-B

Submitted To

Sir, Izhar Kazmi

Department of Aeronautics and Astronautics

Institute of Space Technology, Islamabad

2018
Table of Contents
Abstract ............................................................................................................................... 6
List of Abbreviations and Acronyms .................................................................................. 7
1. INTRODUCTION .......................................................................................................... 9
1.1. Problem Statement ................................................................................................... 9
1.2. Aim and Objective ................................................................................................... 9
1.3. Introduction .............................................................................................................. 9
1.4. History...................................................................................................................... 9
1.5. Reason of Selection................................................................................................ 11
1.6. Methodology .......................................................................................................... 11
1.7. Specification .......................................................................................................... 12
1.8. Three View Diagram.............................................................................................. 13
2. Steady Level Flight Performance.................................................................................. 14
2.1. Thrust Required ..................................................................................................... 14
2.1.1. Graphical Approach ........................................................................................ 14
2.1.2. Analytical solution .......................................................................................... 16
2.2. Minimum Thrust required ...................................................................................... 18
2.2.1. For subsonic .................................................................................................... 18
Minimum thrust required for subsonic case.................................................................. 18
2.2.2. For supersonic ................................................................................................. 19
2.3. Lift to Drag Ratio (L/D) ......................................................................................... 21
2.3.1. Graphical Approach ........................................................................................ 21
2.3.2. Analytical Approach ....................................................................................... 23
2.4. Important Aerodynamic Ratios .............................................................................. 25
2.4.1. Maximum lift/drag Ratio CL/CD) MAX ........................................................ 25
2.4.2. Maximum ratio CL3/2/CD) MAX .................................................................. 26
2.4.3. Maximum ratio CL1/2/CD) MAX .................................................................. 27
2.5. Graphical Representation of the Analysis.............................................................. 28
2.6. Thrust Available and Maximum Velocity ............................................................. 31
2.6.1. Graphical Approach ........................................................................................ 31
2.6.2. Analytical Approach ....................................................................................... 32
 2.7. Power Required ...................................................................................................... 35
2.7.1. Graphical Approach ........................................................................................ 35
2.7.2. Analytical Approach ....................................................................................... 36
Comparison ............................................................................................................... 38
2.8. Power Available and Maximum Velocity.............................................................. 38
2.8.1. Graphical Approach ........................................................................................ 38
2.8.2. Analytical Approach ....................................................................................... 39
2.9. Minimum Velocity ................................................................................................. 40
2.9.1. Minimum Thrust Velocity .............................................................................. 40
2.9.2. Stalling Velocity ............................................................................................. 41
2.10. Rate of Climb ....................................................................................................... 42
2.10.1. Graphical Approach ...................................................................................... 42
2.10.2. Analytical Approach ..................................................................................... 45
2.11. Glide Performance ............................................................................................... 49
2.11.1. Minimum glide angle .................................................................................... 49
Maximum glide range from service ceiling .................................................................. 49
2.12. Service and Absolute Ceilings ............................................................................. 49
2.13. Minimim Time to Climb ...................................................................................... 50
2.14. Range ................................................................................................................... 51
2.15. Endurance ............................................................................................................ 53
3. ACCELERATED FLIGHT .......................................................................................... 54
3.1. Energy Calculations for Aircraft ............................................................................ 54
3.1.1. Specific Excess Power plots for subsonic phase............................................. 54
3.1.2. Complete Comprehensive Ps Plot of Concorde .............................................. 59
3.2. Turn Performance .................................................................................................. 61
3.2.1. Level Turn ....................................................................................................... 61
3.2.2. Pull Up and Pull Down Maneuvers ................................................................ 66
3.3. Load Factor Calculation ......................................................................................... 67
3.4. V-n Diagram .......................................................................................................... 68
3.5. Takeoff Performance ............................................................................................. 69
Calculating aerial distance ............................................................................................ 70
3.6. LANDING ............................................................................................................. 71
1. References ..................................................................................................................... 76
Appendices ........................................................................................................................ 77
APPENDIX – Matlab Codes ............................................................................................ 77
List of Figures:

Figure 1:Side view of Concorde ....................................................................................... 13

Figure 2:Top view of Concorde ........................................................................................ 13
Figure 3:Front view of Concorde ...................................................................................... 13
Figure 4:Subsonic Tr of Concorde .................................................................................... 15
Figure 5:Supersonic Tr of Concorde................................................................................. 16
Figure 6:L/D ratio of Concorde ........................................................................................ 22
Figure 7:Supersonic variation of L/D ............................................................................... 23
Figure 8:Supersonic values of L/D ratios ......................................................................... 29
Figure 9:Subsonic values of L/D ratios ............................................................................ 30
Figure 10:Thrust Available variation with Altitude.......................................................... 32
Figure 11: Pr Curve for Subsonic ..................................................................................... 35
Figure 12:Pr curve for Supersonic .................................................................................... 36
Figure 13:Variation of power Available with velocity ..................................................... 38
Figure 14: Hodograph of Subsonic regime ....................................................................... 42
Figure 15: Hodograph of Supersonic Regime .................................................................. 43
Figure 16: Ps curves of Subsonic regime at const. Altitudes ............................................ 58
Figure 17:Specific Excess Power envelop of Concorde ................................................... 59
Figure 18:V-n Diagram of Concorde ................................................................................ 68

List of Tables:

Table 1:Technical Specifications of Concorde ................................................................. 12

Table 2: Variation of Tr with Velocity for Supersonic ..................................................... 14
Table 3: Variation of Tr with Velocity for Subsonic ........................................................ 15
Table 4: Subsonic Variation of L/D .................................................................................. 21
Table 5: Supersonic Variation of L/D ............................................................................... 22
Table 6:Variation of L/D ratios for Supersonic ................................................................ 29
Table 7: Variation of L/D ratios for Concorde ................................................................. 30
Table 8: Ps VS velocity at 0ft ........................................................................................... 55
Table 9:Ps VS velocity at 10000ft .................................................................................... 56
Table 10:Ps VS velocity at 20000ft .................................................................................. 56
Table 11:Ps VS velocity at 30000ft .................................................................................. 56
Table 12:Ps VS velocity at 40000ft .................................................................................. 57
Table 13:Ps VS velocity at 50000ft .................................................................................. 57
Table 14Ps VS velocity at 60000ft ................................................................................... 57
 Abstract

This report purely deals with the performance analysis of Concorde Aircraft. In this

report ranging from basic technical specifications of Concorde to Accelerated and

Unaccelerated flight performances is discussed. This report gives a fair analysis of

Concorde capabilities.
 List of Abbreviations and Acronyms

wing aspect ratio, b2/S for monoplanes and (Kb)2/S for multiplanes
A.R
(see app. C for values of K, Munk's span factor)
wing span (span of upper wing is given for biplane
B
configurations), feet
c wing chord, feet
Cd section drag coefficient
specific fuel consumption, pounds of fuel per brake horsepower
CP
per hour
CL section lift coefficient
CL,max section maximum lift coefficient
CD drag coefficient
CD,o zero-lift drag coefficient
CL lift coefficient
CL,max maximum lift coefficient
D drag, pounds
g acceleration due to gravity
h altitude, feet
hce service ceiling, feet
(L/D)max maximum lift-drag ratio
M Mach number
Po maximum power available at sea level, horsepower
R aircraft range, statute miles
S wing area (includes both wings for biplanes), square feet
time required to climb to specified altitude, minutes; or thrust,
t
pounds
T/W thrust-to-weight ratio or thrust loading
V speed, miles per hour (statute miles)
Vc cruising speed, miles per hour (statute miles)
Vmax maximum speed, miles per hour (statute miles)
Vs stalling speed, miles per hour (statute miles)
W aircraft weight, kgs
We aircraft empty weight, kgs
Wg aircraft design gross weight, kgs
Wg/S wing loading for design gross weight
W/S wing loading, pounds per square foot
angle of attack, degrees
section angle of attack
atmospheric density

atmospheric density at sea level

ρ
atmospheric density ratio ⁄ρO
 1. INTRODUCTION
1.1. Problem Statement

To analyze Accelerated and Unaccelerated performance of CONCORDE.

1.2. Aim and Objective

Aim is to get a fair idea of performance parameters of CONCORDE and its capabilities

as a supersonic aircraft.

1.3. Introduction

Concorde is a supersonic passenger plane having 4 turbojet engines 2 attached on each

wing. Concorde is said to world’s most famous and recognizable aero plane. Concorde

was operated daily between Paris & London to the USA, carrying 128 passengers at a

speed of over 1300mph over a maximum range of 3915 miles (6300km).

It first began service in 1976 after a long development & building period with British

Airways & Air France. 18 Concordes were built of which 14 went into service. With its

unique appearance, its long ogive shaped wing & sleek body & drop down nose for

landing & ground handling, few can help to admire the beauty of this legendary aircraft

nor mistake it for any other.

1.4. History

Concorde, the first supersonic passenger-carrying commercial airplane (or supersonic

transport, SST), built jointly by aircraft manufacturers in Great Britain and France.

The Concorde made its first transatlantic crossing on September 26, 1973, and it
inaugurated the world’s first scheduled supersonic passenger service on January 21,

1976—British Airways initially flying the aircraft from London to Bahrain and Air

France flying it from Paris to Rio de Janeiro. Both airlines added regular service to

Washington, D.C., in May 1976 and to New York City in November 1977. Other routes

were added temporarily or seasonally, and the Concorde was flown on chartered flights to

destinations all over the world. However, the aircraft’s noise and operating expense limited

its service. Financial losses led both airlines to cut routes, eventually leaving New York

City as their only regular destination. Concorde operations were finally ceased by Air

France in May 2003 and by British Airways in October 2003. Only 14 of the aircraft

actually went into service.

The Concorde was the first major cooperative venture of European countries to design and

build an aircraft. On November 29, 1962, Britain and France signed a treaty to share costs

and risks in producing an SST. British Aerospace and the French firm Aérospatiale were

responsible for the airframe, while Britain’s Rolls-Royce and France’s SNECMA (Société

Nationale d’Étude et de Construction de Moteurs d’Aviation) developed the jet engines.

The result was a technological masterpiece, the delta-wing Concorde, which made its first

flight on March 2, 1969. The Concorde had a maximum cruising speed of 2,179 km (1,354

miles) per hour, or Mach 2.04 (more than twice the speed of sound), allowing the aircraft

to reduce the flight time between London and New York to about three hours. The

development costs of the Concorde were so great that they could never be recovered from

operations, and the aircraft was never financially profitable. Nevertheless, it proved that

European governments and manufacturers could cooperate in complex ventures, and it

helped to ensure that Europe would remain at the technical forefront of aerospace

development.

On July 25, 2000, a Concorde en_route from Paris to New York City suffered engine

failure shortly after takeoff when debris from a burst tire caused a fuel tank to rupture and

burst into flames. The aircraft crashed into a small hotel and restaurant. All 109 persons on

board, including 100 passengers and 9 crew members, died; 4 people on the ground were

also killed.

1.5. Reason of Selection

I wanted to choose a supersonic aircraft. But why I choose Concorde? I first heard of

Concorde from my AVP instructor. After that I saw it in a documentary and got to know it

is a supersonic passenger aircraft. Unlike other passenger aircrafts it had delta wings.

One more interesting thing is that being so advanced Concorde is not in service now.

1.6. Methodology

Methodology taken to explain the flight performance (more elaborately the translational

flight performance) of Concorde is quite comprehensive. Starting by explaining the basic

performance parameters of thrust required and available I have explained the Non-

Accelerated performance and after that the whole Accelerated performance.

This methodology gives a brief and precise insight of the all translational flight

performances related to Aircraft (Concorde).

1.7. Specification

Table 1:Technical Specifications of Concorde

Technical of Concorde
Specifications

Power plant Four Rolls Royce/SNECMA Olympus

593 Mk 610 turbojets with afterburners
Dry thrust 30,440lbs (per engine)
Wet Thrust 38,050lbs (per engine)
Fuel capacity 210,938 lbs
TSFC 0.0334 (at max. take off thrust)
Cruise Mach 1.6
Cruise Altitude 60,000ft
Empty weight 173,500lbs
Loaded weight 412,000lbs
Wing Area 3856 ft^2
Wing Span 84.224 ft
Sweep angle 55deegres
Max. Mach 2.04
Aspect Ratio 1.83

Drag polar Subsonic: 0.006 + 0.13Cl^2

Supersonic: 0.023+0.22Cl^2
Height 40.138 ft
Max. takeoff weight 408,000 lbs
Cruise Altitude(Subsonic) 38000ft
Cruise Altitude(Supersonic) 54000ft
1.8. Three View Diagram

Figure 1:Side view of Concorde

Figure 2:Top view of Concorde

Figure 3:Front view of Concorde

 2. Steady Level Flight Performance
2.1. Thrust Required

Thrust required is simply the drag in case of steady and level flight.

2.1.1. Graphical Approach

Concorde performance for thrust required is different for subsonic and supersonic

aircraft.

Tabulated data in the table below is produced using Matlab.

Calculation of thrust required for supersonic thrust and drag polar is given below in table.

Table 2: Variation of Tr with Velocity for Supersonic

Velocity(ft/s) Tr

300 703425.2
700 135510.8
1100 68358.05
1500 58076.1
1900 65619.61
2300 82450.08
2700 105827.6
3100 134654.6
3500 168422.2
3900 206867.8
4300 249845.2
4700 297267.5
5100 349080.4
5500 405248.8
5900 465749
 5
x 10 Subsonic Tr of Concorde
2

1.8

1.6

1.4
Thrust in lb

1.2

0.8

0.6

0.4

0.2
0 500 1000 1500 2000 2500 3000 3500 4000
Velocity ft/s

Figure 4:Subsonic Tr of Concorde

Data tabulated from Matlab is given in the table below. This data is related to the

graphical approach discussed above.

Calculation of thrust required for subsonic thrust and darg polar is given below in table.

Table 3: Variation of Tr with Velocity for Subsonic

Velocity(ft/s) Tr

300 193641.5
600 50933.62
900 27496.75
1200 22826.39
1500 24540.38
1800 29583.4
2100 36908.54
2400 46078.52
2700 56884.43
 3000 69216.23
3300 83011.5
3600 98232.68
4000 114856.1

5
x 10 Supersonic Tr of Concorde
8

5
Tr in lb

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 5:Supersonic Tr of Concorde

2.1.2. Analytical solution

Thrust Required = Drag

𝑇𝑅 = 1⁄2 𝜌∞ 𝑉∞ 𝑆𝐶𝐷

𝑇𝑅 = 1⁄2 𝜌∞ 𝑉∞ 2 𝑆(𝐶𝐷𝑂 + 𝐾𝐶𝐿 2 )

For Subsonic

CD0 = 0.006

AR = 1.83

K = 0.13

W = 408000lb

S = 3856ft2

2𝑊
𝐶𝐿 =
𝜌∞ 𝑆𝑉∞ 2

Inserting into thrust required equation

𝟐
𝟐 × 𝟒𝟎𝟖𝟎𝟎𝟎
𝑻𝑹 = (𝟏⁄𝟐) × 𝝆∞ × 𝑽𝟐∞ × 𝟑𝟖𝟓𝟔 × ( 𝟎. 𝟎𝟎𝟔 + 𝟎. 𝟏𝟑 × ( ) )
𝝆∞ × 𝟑𝟖𝟓𝟔 × 𝑽∞ 𝟐

𝑻𝑹 = 𝟐𝟗𝟕𝟗𝟐. 𝟕𝟏𝒍𝒃

For Supersonic

CD0 = 0.023

AR = 1.83

K = 0.22

W = 408000

S = 3856ft2

2𝑊
𝐶𝐿 =
𝜌∞ 𝑆𝑉∞ 2

Inserting values in equation for Tr

 𝟐
𝟐 × 𝟒𝟎𝟖𝟎𝟎𝟎
𝑻𝑹 = (𝟏⁄𝟐) × 𝝆∞ × 𝑽∞ × 𝟑𝟖𝟓𝟔 × ( 𝟎. 𝟎𝟐𝟑 + 𝟎. 𝟐𝟐 × ( ) )
𝝆∞ × 𝟑𝟖𝟓𝟔 × 𝑽∞ 𝟐

𝑻𝑹 = 𝟔𝟖𝟏𝟕𝟒. 𝟎𝟓𝒍𝒃

2.2. Minimum Thrust required

2.2.1. For subsonic

Minimum thrust required for subsonic case

𝑇𝑅
( ) = √4𝐶𝐷𝑂 𝐾
𝑊 𝑚𝑖𝑛

CDO = 0.006

K = 0.13

W = 408000

𝑇𝑅
( ) = √4 × 0.006 × 0.13
𝑊 𝑚𝑖𝑛

𝑇𝑅
( ) = 0.055857
𝑊 𝑚𝑖𝑛

𝑇𝑅 𝑚𝑖𝑛 = 𝑊 × 0.055857

𝑇𝑅 𝑚𝑖𝑛 = 408000 × 0.055857

 𝑻𝑹 𝒎𝒊𝒏 = 𝟐𝟐𝟕𝟖𝟗. 𝟔𝟒lb

1/2
2 𝑊 𝐾
𝑉(𝑇𝑅)𝑚𝑖𝑛 = ( √ )
𝜌∞ 𝑆 CDO

S = 3856 ft2

ρ∞ =0.002377 slug/ft3 (sea level)

1/2
2 408000 0.13
𝑉(𝑇𝑅)𝑚𝑖𝑛 = ( × √ )
0.002377 3856 0.006

𝑽(𝑻𝑹)𝒎𝒊𝒏 = 𝟔𝟒𝟑. 𝟕𝟒 𝒇𝒕/𝒔 (Sea level)

2.2.2. For supersonic

𝑇𝑅
( ) = √4𝐶𝐷𝑂 𝐾
𝑊 𝑚𝑖𝑛

CDO = 0.023

K = 0.22

W = 408000lb

𝑇𝑅
( ) = √4 × 0.023 × 0.22
𝑊 𝑚𝑖𝑛
 𝑻𝑹
( ) = 𝟎. 𝟏𝟒𝟐𝟐𝟔𝟕𝟑
𝑾 𝒎𝒊𝒏

𝑇𝑅 𝑚𝑖𝑛 = 𝑊 × 0.1422673

𝑻𝑹 𝒎𝒊𝒏 = 𝟒𝟎𝟖𝟎𝟎𝟎 × 𝟎. 𝟏𝟒𝟐𝟐𝟔𝟕𝟑

𝑻𝑹 𝒎𝒊𝒏 = 𝟓𝟖𝟎𝟒𝟓. 𝟎𝟖𝟎𝟒lb

1/2
2 𝑊 𝐾
𝑉(𝑇𝑅)𝑚𝑖𝑛 =( √ )
𝜌∞ 𝑆 CDO

S = 3856 ft2

ρ∞ =0.002377 slug/ft3 (sea level)

1/2
2 408000 0.22
𝑉(𝑇𝑅)𝑚𝑖𝑛 =( × √ )
0.002377 3856 0.023

𝑽(𝑻𝑹)𝒎𝒊𝒏 = 𝟓𝟐𝟒. 𝟕𝟐𝟗𝟕𝒇𝒕/𝒔 (Sea level)

Comment

A very interesting result is concluded from this work that velocity at thrust required

minimum for supersonic drag polar at sea level is lower than that got from subsonic drag

polar at same conditions.

2.3. Lift to Drag Ratio (L/D)

2.3.1. Graphical Approach

Subsonic variation of L/D

Matlab generated results for L/D are plotted in the table given below.

Table 4: Subsonic Variation of L/D

Velocity(ft/s) L/D
300 0.982506
850 7.527477
1400 15.77217
1950 17.70701
2500 14.72655
3050 11.222
3600 8.510559
4150 6.575664
4700 5.197962
5250 4.198256
5800 3.455623

The Matlab Graphical response is Given Below.

 Lift to Drag ratio of Concorde
18

16

14

12

L/D 10

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 6:L/D ratio of Concorde

Supersonic variation of L/D

Matlab generated results for L/D are plotted in the table given below.

Table 5: Supersonic Variation of L/D

Velocity(ft/s) L/D
300 0.580019
850 4.201695
1400 6.990235
1950 6.062508
2500 4.367865
3150 3.119891
3700 2.29727
4250 1.749541
4800 1.372501
5350 1.103793
5900 0.906226

The Matlab Graphical response is Given Below.

 Supersonic variation of L/D
8

Lift to Drag ratio 5

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 7:Supersonic variation of L/D

2.3.2. Analytical Approach

Subsonic Approach

−1
2
𝐿 𝜌∞ 𝑉∞ 𝐶𝐷𝑂 2𝐾 𝑊
=( + )
𝐷 𝑊 𝜌∞ 𝑉∞ 2 𝑆
2( )
𝑆

Using

V = 842.11ft/s (cruising velocity)

S = 3856ft2

ρ∞ = 0.00064629 slugs/ft3 (cruise altitude: 38000ft)

K=0.13

W/S = 105.81lb/ft2
 −1
L 0.00064629 × 842.112 × 0.006 2 × 0.13
=( + × 105.81 )
D 2(150.81 ) 0.00064629 × 842.112

𝐋
=14.4629
𝐃

Supersonic Approach

−1
2
𝐿 𝜌∞ 𝑉∞ 𝐶𝐷𝑂 2𝐾 𝑊
=( + 2 𝑆)
𝐷 𝑊 𝜌 𝑉
2( ) ∞ ∞
𝑆

Using

V = 1974.6ft/s (cruising velocity)

S = 3856ft2

ρ∞ = 0.00030055 slugs/ft3 (cruise altitude: 54000ft)

K=0.22

W/S = 105.81lb/ft2

−1
L 0.00030055 × 1974.62 × 0.023 2 × 0.22
=( + × 105.81 )
D 2(150.81 ) 0.00030055 × 1974.62

𝐋
=7.74
𝐃
2.4. Important Aerodynamic Ratios

2.4.1. Maximum lift/drag Ratio CL/CD) MAX

For Subsonic

Cdo = 0.006

K = 0.13

𝐶𝐿 1
( ) =√
𝐶𝐷 𝑚𝑎𝑥 4𝐶𝐷𝑂 𝐾

𝑪𝑳
( ) = 𝟏𝟕. 𝟗
𝑪𝑫 𝒎𝒂𝒙

1/2
2 𝑊 𝐾
𝑉(𝐶𝐿/𝐶𝐷)𝑚𝑎𝑥 =( √ )
𝜌∞ 𝑆 CDO

𝑽(𝑻𝑹)𝒎𝒊𝒏 = 𝑽(𝑪𝑳 /𝑪𝑫 )𝒎𝒂𝒙 = 𝟔𝟒𝟑. 𝟕𝟒 𝒇𝒕/𝒔

This 𝑉(𝑇𝑅)𝑚𝑖𝑛 is at sea level. Since, I have used sea level density of air.

For supersonic

Cdo = 0.023

K = 0.22

𝐶𝐿 1
( ) =√
𝐶𝐷 𝑚𝑎𝑥 4𝐶𝐷𝑂 𝐾
 𝑪𝑳
( ) = 𝟕. 𝟎𝟑
𝑪𝑫 𝒎𝒂𝒙

1/2
2 𝑊 𝐾
𝑉(𝐶𝐿/𝐶𝐷)𝑚𝑎𝑥 =( √ )
𝜌∞ 𝑆 CDO

𝑽(𝑻𝑹)𝒎𝒊𝒏 = 𝑽(𝑪𝑳 /𝑪𝑫 )𝒎𝒂𝒙 = 𝟓𝟐𝟒. 𝟕𝟑 𝒇𝒕/𝒔

This 𝑉(𝑇𝑅)𝑚𝑖𝑛 is at sea level. Since, I have used sea level density of air

2.4.2. Maximum ratio CL3/2/CD) MAX

For subsonic

Cdo = 0.006

K = 0.13

3/4
CL 3/2 1 1
( ) = ( )
CD max 4 CDO1/3 K

CL 3/2 1 1 3/4
( ) = ( )
CD max 4 0.0061/3 0.13

𝐂𝐋 𝟑/𝟐
( ) = 𝟒. 𝟏𝟓
𝐂𝐃 𝐦𝐚𝐱

1 1/4
V(C 3/2
/CD )max
= ( ) V(CL /CD )max
L 3

𝐕(𝐂 𝟑/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
= 𝟒𝟖𝟗. 𝟏𝟑 𝐟𝐭/𝐬 (Sea level)
𝐋
For supersonic

Cdo = 0.023

K = 0.22

3/4
CL 3/2 1 1
( ) = ( )
CD max 4 CDO1/3 K

CL 3/2 1 1 3/4
( ) = ( )
CD max 4 0.0231/3 0.22

𝐂𝐋 𝟑/𝟐
( ) = 𝟏. 𝟗𝟗𝟖𝟒
𝐂𝐃 𝐦𝐚𝐱

1 1/4
V(C 3/2
/CD )max
= ( ) V(CL /CD )max
L 3

𝐕(𝐂 𝟑/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
= 𝟑𝟗𝟖. 𝟕 𝐟𝐭/𝐬 (Sea level)
𝐋

2.4.3. Maximum ratio CL1/2/CD) MAX

For subsonic

Cdo = 0.006

K = 0.13

1/4
CL1/2 3 1
( ) = ( )
CD max 4 3CDO 3 K

𝐂𝐋 𝟏/𝟐
( ) = 𝟏𝟐. 𝟐𝟓
𝐂𝐃 𝐦𝐚𝐱
 V(C 1/2
/CD )max
= (3)1/4 V(CL /CD )max
L

𝐕(𝐂 𝟏/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
= 𝟖𝟒𝟕. 𝟐𝟏 𝐟𝐭/𝐬 (Sea level)
𝐋

For supersonic

Cdo=0.023

k=0.22

1/4
CL1/2 3 1
( ) = ( )
CD max 4 3CDO 3 K

𝐂𝐋 𝟏/𝟐
( ) = 𝟏𝟒. 𝟏
𝐂𝐃 𝐦𝐚𝐱

V(C 1/2
/CD )max
= (3)1/4 V(CL /CD )max
L

𝐕(𝐂 𝟏/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
= 𝟔𝟗𝟎. 𝟓𝟖 𝐟𝐭/𝐬 (Sea level)
𝐋

𝐕(𝐂 𝟏/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
: 𝐕(𝑪𝑳 /𝐂𝐃 )𝐦𝐚𝐱 : 𝐕(𝐂 𝟑/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
𝐋 𝐋

690.58 : 524.73 : 398.7

1.316 : 1 : 0.76

2.5. Graphical Representation of the Analysis

For supersonic

Matlab generated results for L/D are plotted in the table given below.
 Table 6:Variation of L/D ratios for Supersonic

Velocity(ft/s) CL1/2/CD CL/CD CL3/2/CD

10 0.000171 0.005106 0.15234

610 13.74231 6.721898 3.287941
1210 10.3551 2.553471 0.629662
1810 7.117028 1.173227 0.193404
2410 5.370839 0.664947 0.082325
3010 4.305928 0.426837 0.042311
3610 3.591973 0.296885 0.024538
4210 3.080685 0.218337 0.015474
4810 2.696668 0.16728 0.010377
5410 2.39772 0.13224 0.007293

Subsonic Values of Ratios

15
cl3/2/cd
cl/cd
cl1/2/cd
Cl/Cd, Cl1/2/Cd , Cl3/3/Cd

10

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 8:Supersonic values of L/D ratios

For subsonic
Matlab generated results for L/D are plotted in the table given below.
Table 7: Variation of L/D ratios for Concorde

Velocity(ft/s) CL1/2/CD CL/CD CL3/2/CD

10 0.00029 0.00864 0.257807

610 36.38967 17.7996 8.706475
1210 38.05016 9.382814 2.313714
1810 27.04197 4.457812 0.734861
2410 20.52998 2.541753 0.314687
3010 16.48681 1.634301 0.162005
3610 13.76146 1.137416 0.09401
4210 11.80569 0.836703 0.0593
4810 10.33538 0.641126 0.03977
5410 9.190231 0.506864 0.027955

CL3/2/CD,CL1/2/CD,CL/CD raions For Subsonic Drag polar

45
CL3/2/CD
40 CL/CD
CL1/2/CD
35
CL1/2/CD , CL3/2/CD , CL/CD

30

25

20

15

10

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 9:Subsonic values of L/D ratios

Comment

It can be either seen from table or graphs that (CL1/2/CD )max occurs at higher velocities than

(CL3/2/CD )max and (CL/CD )max. Moreover, it can be seen that their ratios are.

𝐕(𝐂 𝟏/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
: 𝐕(𝐂 /𝐂𝐃 )𝐦𝐚𝐱
: 𝐕(𝐂 𝟑/𝟐
/𝐂𝐃 )𝐦𝐚𝐱
𝐋 𝐋 𝐋

1.32 : 1 : 0.76

All these points are equally important in performance. As, they are important in maximizing

various parameters.

2.6. Thrust Available and Maximum Velocity

2.6.1. Graphical Approach

Thrust available is the thrust that is available by the engine. For a turbofan engine thrust

available changes with velocity as well as as height. While for a turbojet engine thrust available

changes only with height while remains constant with velocity. Concorde has turbojet engine.

Formula that will be used to find thrust available for Concorde is as follows.

ρ∞ 0.63
Tat some altitude = Tsea level ( )
ρsea level
 4
x 10 Variation of thrust available with altitude
6
Ta for subsonic
Ta for supersonic
5

altitude 4

0
2 4 6 8 10 12 14 16
thrust available 4
x 10

Figure 10:Thrust Available variation with Altitude

NOTE

There are two curved lines I the

Variation of Pa with velocity in a linear strait line startion from origin extending to certain

prominent value.

2.6.2. Analytical Approach

Maximum velocity for subsonic

(TA) max = 30440lb

W = 408000lb

W/S = 105.81lb/ft2

K = 0.13

Cdo=0.006
Maximum theoretical Velocity of the aircraft can be get from the following formula.

TR  TA max
1
2
𝑇𝑅 𝑊 𝑊 𝑇 2
+ √( 𝑅 ) −4𝐾𝐶𝐷𝑂
𝑊 𝑆 𝑆 𝑊
𝑉∞ = [ ]
𝐶𝐷𝑂 𝜌∞

1/2
2
(𝑇𝐴 )𝑚𝑎𝑥 𝑊 𝑊 √ (𝑇𝐴 )𝑚𝑎𝑥
𝑊 𝑆 + 𝑆 ( 𝑊 ) − 4𝐾𝐶𝐷𝑂
𝑉𝑚𝑎𝑥 =
𝐶𝐷𝑂 𝜌∞

[ ]

𝒇𝒕
𝑽𝒎𝒂𝒙 = 𝟒𝟎𝟏𝟕. 𝟕𝟓 (𝒂𝒕 𝒄𝒓𝒖𝒔𝒊𝒏𝒈 𝒂𝒍𝒕𝒊𝒕𝒖𝒅𝒆)
𝒔

𝒇𝒕
𝑽𝒎𝒂𝒙 = 𝟒𝟒𝟗𝟗 (𝒂𝒕 𝒄𝒓𝒖𝒔𝒊𝒏𝒈 𝒂𝒍𝒕𝒊𝒕𝒖𝒅𝒆 𝒘𝒊𝒕𝒉 𝑨𝒇𝒕𝒕𝒆𝒓 𝒃𝒖𝒓𝒏𝒆𝒓𝒔)
𝒔

𝒇𝒕
𝑽𝒎𝒂𝒙 = 𝟐𝟎𝟗𝟒. 𝟗𝟗 (𝒂𝒕 𝒔𝒆𝒂 𝒂𝒍𝒕𝒊𝒕𝒖𝒅𝒆)
𝒔

Maximum velocity for suersonic

(TA) max = 38050lb

W = 408000lb

W/S = 105.81lb/ft2
 K = 0.22

Cdo=0.023

Maximum Velocity of the aircraft can be theoretically estimated as

TR  TA max
1
2 2
𝑇𝑅 𝑊 𝑊 𝑇
+ √( 𝑅 ) −4𝐾𝐶𝐷𝑂
𝑉∞ = [ 𝑊 𝑆 𝑆 𝑊
]
𝐶𝐷𝑂 𝜌∞

1/2
2
(𝑇𝐴 )𝑚𝑎𝑥 𝑊 𝑊 √ (𝑇𝐴 )𝑚𝑎𝑥
𝑊 𝑆 + 𝑆 ( 𝑊 ) − 4𝐾𝐶𝐷𝑂
𝑉𝑚𝑎𝑥 =
𝐶𝐷𝑂 𝜌∞

[ ]

𝒇𝒕
𝑽𝒎𝒂𝒙 = 𝟑𝟑𝟏𝟒. 𝟗 (𝒂𝒕 𝒄𝒓𝒖𝒔𝒊𝒏𝒈 𝒂𝒍𝒕𝒊𝒕𝒖𝒅𝒆)
𝒔

𝒇𝒕
𝑽𝒎𝒂𝒙 = 𝟏𝟏𝟕𝟖. 𝟕𝟐 (𝒂𝒕 𝒔𝒆𝒂 𝒂𝒍𝒕𝒊𝒕𝒖𝒅𝒆)
𝒔

Comment

Velocities at sea level are less than those at Cruising altitudes both for Subsonic and Supersonic

regimes. This is because of the density. Since, (𝑇𝐴 )𝑚𝑎𝑥 is inversely proportional to density. So,

smaller the density greater the thrust. Density decreases with altitude. That’s why velocity

increases.
For subsonic regime in Concorde we do not use After burners but in case of supersonic fighters

we do use them in Dog Fights. Its reason is prominent in the calculation above. Since, Thrust

available increases and aircraft has more capability to do. So, it can achieve higher velocity.

2.7. Power Required

2.7.1. Graphical Approach

For Subsonic

Matlab generated results for power required are plotted in the graph given below. Calculations

are done on cruising altitude and Subsonic Drag polar.

8
x 10 Variation of Power required for Subsonic
18

16

14

12
Pa in lbft/s

10

0
0 1000 2000 3000 4000 5000 6000
Velocity in ft/s

Figure 11: Pr Curve for Subsonic

For supersonic

Matlab generated results for power required are plotted in the graph given below. Calculations

are done on cruising altitude and Supersonic Drag polar

9
x 10 Pr for Supersonic regime
3

2.5

2
Power required

1.5

0.5

0
0 1000 2000 3000 4000 5000 6000
Velocity(ft/s)

Figure 12:Pr curve for Supersonic

Fig. 2.6.1.2 Power Required for Supersonic

2.7.2. Analytical Approach

For subsonic cruise

W=408000lb

W/S=105.81 lb/ft2
K=0.13

Cdo=0.006, V=842.11 ft/s ,CL= 0.461723

𝑇𝑅 = 1⁄2 𝜌∞ 𝑉∞ 2 𝑆(𝐶𝐷𝑂 + 𝐾𝐶𝐿 2 )

𝑻𝑹 = 𝟐𝟗𝟕𝟗𝟐. 𝟕𝟏𝒍𝒃

𝑃𝑅 = 𝑇𝑅 ∗ 𝑉∞

𝑷𝑹 = 25088743.11 lbft/s

For supersonic cruise

W=408000lb

W/S=105.81 lb/ft2

K=0.22

Cdo=0.023, V=1974.6 ft/s , CL= 0.1805835

𝑇𝑅 = 1⁄2 𝜌∞ 𝑉∞ 2 𝑆(𝐶𝐷𝑂 + 𝐾𝐶𝐿 2 )

𝑻𝑹 = 𝟔𝟖𝟏𝟕𝟒. 𝟎𝟓𝒍𝒃

𝑃𝑅 = 𝑇𝑅 ∗ 𝑉∞

𝑷𝑹 = 134616479.1lbft/s
Comparison

It is evident from above graphs that both approaches shows same results.

2.8. Power Available and Maximum Velocity

2.8.1. Graphical Approach

Subsonic and Supersonic

Grapical representation of power available through matlab is given below.

8
x 10 Variation of thrust available with Velocity
2.5
Pa for Subsonic
Pa for Supersonic

2
Thrust Available in lb

1.5

0.5

0
0 1000 2000 3000 4000 5000 6000
Velocity (ft/s)

Figure 13:Variation of power Available with velocity

Comment

Diffrence of power available for supersonic and subsonic is due to difference in thrust available.

2.8.2. Analytical Approach

For subsonic

Density is taken that of Cruise Altitude.

ρ∞ 0.63
TA = 4 × 30440 × ( )
ρsea level

TA = 53601.326𝑙𝑏

𝑃𝐴 = 𝑇𝐴 ∗ 𝑉∞

𝑃𝐴 = 45138212.64𝑙𝑏𝑓𝑡/𝑠

For supersonic

Density is taken that of Cruise Altitude.

ρ∞ 0.63
TA = 4 × 38050 × ( )
ρsea level

TA = 41362.21𝑙𝑏

𝑃𝐴 = 𝑇𝐴 ∗ 𝑉∞

𝑃𝐴 = 81673819.87𝑙𝑏𝑓𝑡/𝑠
Comment

Both approaches are satisfying each other.

2.9. Minimum Velocity

2.9.1. Minimum Thrust Velocity

For subsonic cruise

W=408000lb

W/S=105.81 lb/ft2

K=0.13

Cdo=0.006, V=842.11 ft/s , CL= 0.461723

Minimum Velocity of aircraft is given as follows

1/2
2
(𝑇𝐴 )𝑚𝑎𝑥 𝑊 𝑊 √ (𝑇𝐴 )𝑚𝑎𝑥
𝑊 𝑆 − 𝑆 ( 𝑊 ) − 4𝐾𝐶𝐷𝑂
𝑉𝑚𝑖𝑛 =
𝐶𝐷𝑂 𝜌∞

[ ]

𝒇𝒕
𝑽𝒎𝒊𝒏 = 𝟑𝟕𝟗. 𝟑𝟓
𝒔

For supersonic cruise

W=408000lb

W/S=105.81 lb/ft2
K=0.22

Cdo=0.023, V=1974.6 ft/s , CL= 0.1805835

Minimum Velocity of aircraft is given as follows

1/2
2
(𝑇𝐴 )𝑚𝑎𝑥 𝑊 𝑊 √ (𝑇𝐴 )𝑚𝑎𝑥
𝑊 𝑆 − 𝑆 ( 𝑊 ) − 4𝐾𝐶𝐷𝑂
𝑉𝑚𝑖𝑛 =
𝐶𝐷𝑂 𝜌∞

[ ]

𝒇𝒕
𝑽𝒎𝒊𝒏 = 𝟔𝟓𝟔. 𝟗𝟑
𝒔

2.9.2. Stalling Velocity

Stalling speed is that minimum speed at which an airplane can sustain a steady level flight. At a

velocity even a bit less than stall speed will result in pitch down of aircraft. Because , at this

velocity lift cannot be further increased with CL. Since, it has reached CL max.

W=408000lb

W/S=105.81lb/ft2

CL max =0.8 (Delta wing no flaps)

2𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √
𝜌∞ 𝑆𝐶𝐿 𝑚𝑎𝑥

𝒇𝒕
𝑽𝒔𝒕𝒂𝒍𝒍 = 𝟑𝟑𝟑. 𝟔 (𝒂𝒕 𝒔𝒆𝒂 𝒍𝒆𝒗𝒆𝒍)
𝒔
2.10. Rate of Climb

2.10.1. Graphical Approach

For subsonic

This ROC curve occurs at 38,000ft with subsonic Drag polar.

Variation of ROC with Velocity for subsonic regime

200

180

160

140

120
Rate of Climb

100

80

60

40

20

0
400 600 800 1000 1200 1400 1600 1800 2000 2200
Velocity in ft/s

Figure 14: Hodograph of Subsonic regime

Calculation of parameters at 𝜽𝒎𝒂𝒙 in the curve

113
𝜃𝑚𝑎𝑥 = 𝑡𝑎𝑛− ( )
980 − 400

𝜽𝒎𝒂𝒙 = 𝟏𝟑. 𝟐𝟓°

𝑉𝜃𝑚𝑎𝑥 = √1132 + 9802

𝑽𝜽𝒎𝒂𝒙 = 𝟗𝟖𝟔. 𝟓𝒇𝒕/𝒔

 (𝑹/𝑪)𝜽𝒎𝒂𝒙 = 𝟏𝟏𝟑𝒇𝒕/𝒔

Calculation of parameters when maximum ROC is considered

154
𝜃(𝑹/𝑪)𝒎𝒂𝒙 = 𝑡𝑎𝑛− ( )
1380 − 400

𝜽(𝑹/𝑪)𝒎𝒂𝒙 = 𝟖. 𝟗𝟑°

𝑉(𝑹/𝑪)𝒎𝒂𝒙 = √1542 + 13802

𝑽(𝑹/𝑪)𝒎𝒂𝒙 = 𝟏𝟑𝟖𝟖. 𝟓 𝒇𝒕/𝒔

(𝑹/𝑪)𝒎𝒂𝒙 = 𝟏𝟓𝟒 𝒇𝒕/𝒔

For supersonic

This ROC curve occurs again at 38,000ft.

Variation of ROC with velocity for Supersonic Regime

500

450

400

350

300
ROC in ft/s

250

200 X: 1400
Y: 146.9
150

100 X: 800
Y: 57.72

50

0
600 800 1000 1200 1400 1600 1800 2000 2200

Velocity in ft/s

Figure 15: Hodograph of Supersonic Regime

Calculation of parameters at 𝜽𝒎𝒂𝒙 in the curve

 57.72
𝜃𝑚𝑎𝑥 = 𝑡𝑎𝑛− ( )
800 − 600

𝜽𝒎𝒂𝒙 = 𝟏𝟔. 𝟎𝟗°

𝑉𝜃𝑚𝑎𝑥 = √57.722 + 8002

𝑽𝜽𝒎𝒂𝒙 = 𝟖𝟎𝟐. 𝟎𝟖𝒇𝒕/𝒔

(𝑹/𝑪)𝜽𝒎𝒂𝒙 = 𝟓𝟕. 𝟕𝟐𝒇𝒕/𝒔

Calculation of parameters when maximum ROC is considered

146.9
𝜃(𝑹/𝑪)𝒎𝒂𝒙 = 𝑡𝑎𝑛− ( )
1400 − 600

𝜽(𝑹/𝑪)𝒎𝒂𝒙 = 𝟏𝟎. 𝟒°

𝑉(𝑹/𝑪)𝒎𝒂𝒙 = √146.92 + 14002

𝑽(𝑹/𝑪)𝒎𝒂𝒙 = 𝟏𝟒𝟎𝟕. 𝟕𝒇𝒕/𝒔

(𝑹/𝑪)𝒎𝒂𝒙 = 𝟏𝟒𝟔. 𝟗 𝒇𝒕/𝒔

Comment

In these Hodographs one can see that I have taken variation of vertical velocity with free stream

velocity. Actually, vertical velocity is very less than horizontal velocity and hence horizontal is

approximately the free stream velocity. Yet after this assumption the results are still

approximately same
2.10.2. Analytical Approach

For subsonic regime (at 0ft)

Maximum climb angle (𝛉𝐦𝐚𝐱 )

T
sin  max   2 CD ,0 K
W
T
θmax = sin− ( − 2√CDO K)
W

Since, we know for Concorde

Cdo=0.006

K=0.13

(TA) max=4×30440 lb

W=408000 lb

30440
θmax = sin−1 ( − 2√0.006 × 0.13)
408000

𝛉𝐦𝐚𝐱 = 𝟏𝟑. 𝟔𝟑 °

1/ 2
2  K  W
V max  cos  max
   C D ,0  S

𝐟𝐭
𝐕𝛉𝐦𝐚𝐱 = 𝟔𝟑𝟒. 𝟔𝟏 (𝟎𝐟𝐭)
𝐬

(R/C)θmax = Vθmax sinθmax

 (R/C)θmax = 634.61 × sin13.63°

𝐑 𝐟𝐭
( ) = 𝟏𝟒𝟗. 𝟓𝟒
𝐂 𝛉𝐦𝐚𝐱 𝐬

Maximum rate of climb (R/C max)

1/2
T W
( )( ) 3
VR/Cmax = W S 1+ 1+
3CDO ρ∞ √ 2
L
(D) (T/W)2
{ [ max ]}

L
( ) = 17.9
D max

𝐕𝐑/𝐂𝐦𝐚𝐱 = 𝟏𝟐𝟐𝟓. 𝟐𝟔𝐟𝐭/𝐬

1/2
𝑊
(𝑆 )𝑍 𝑇 3/2 𝑍 3
𝑅/𝐶𝑚𝑎𝑥 = [ ] ( ) [1 − − 2 ]
3𝐶𝐷𝑂 𝜌∞ 𝑊 6 𝐿
2𝑍 (𝐷) (𝑇/𝑊)2
𝑚𝑎𝑥

3
Where 𝑍 = 1 + √1 + 𝐿 𝑇
( )2𝑚𝑎𝑥 ×( )2
𝐷 𝑊

𝑍 = 2.0344

𝐟𝐭
𝐑/𝐂𝐦𝐚𝐱 = 𝟐𝟑𝟐. 𝟐 𝐬 (at 0ft)

For supersonic regime (at 0ft)

Cdo=0.023

K=0.22
(TA) max=4×38050lb

W=408000lb

Maximum climb angle (𝛉𝐦𝐚𝐱 )

T
sin  max   2 CD ,0 K
W
T
θmax = sin− ( − 2√CDO K)
W

𝛉𝐦𝐚𝐱 = 𝟏𝟕. 𝟖𝟑 °

1/ 2
2  K  W
V max  cos  max
   C D ,0  S

𝐟𝐭
𝐕𝛉𝐦𝐚𝐱 = 𝟓𝟏𝟏. 𝟗𝟕 (𝐚𝐭 𝟎𝐟𝐭)
𝐬

(R/C)θmax = Vθmax sinθmax

(R/C)θmax = 511.97 × sin17.83°

(𝐑/𝐂)𝛉𝐦𝐚𝐱 = 𝟏𝟓𝟔. 𝟕𝟔 𝐟𝐭/𝐬

Maximum rate of climb (R/C max)

1/2
T W
(W)( S ) 3
VR/Cmax = 1+ 1+ 2
3CDO ρ∞ √ L
(D) (T/W)2
{ [ max ]}

L
( ) = 7.03
D max
 𝐕𝐑/𝐂𝐦𝐚𝐱 = 𝟕𝟐𝟕. 𝟐𝟔 𝐟𝐭/𝐬

1/2
𝑊
(𝑆 )𝑍 𝑇 3/2 𝑍 3
𝑅/𝐶𝑚𝑎𝑥 = [ ] ( ) [1 − − 2 ]
3𝐶𝐷𝑂 𝜌∞ 𝑊 6 𝐿
2𝑍 (𝐷) (𝑇/𝑊)2
𝑚𝑎𝑥

3
Where 𝑍 = 1 + √1 + 𝐿 𝑇
( )2𝑚𝑎𝑥 ×( )2
𝐷 𝑊

𝑍 = 2.198

𝐟𝐭
𝐑/𝐂𝐦𝐚𝐱 = 𝟏𝟒𝟒. 𝟗𝟕 𝐬 (sea level)

Comment

I have sketched graphical approach at 38000ft while Analytical approach at sea level that’s why

results are not satisfying each other. But still if I would had sketched the graphical approach at

sea level then again results would be approximate not accurate because, in analytical solution I

had not countered the variation of thrust with velocity.

2.11. Glide Performance

2.11.1. Minimum glide angle

1
tan 𝜃𝑚𝑖𝑛 =
𝐿
(𝐷)𝑚𝑎𝑥

1
tan 𝜃𝑚𝑖𝑛 =
7.03

𝛉𝐦𝐢𝐧 = 𝟖. 𝟎𝟗𝟓𝟖°

Maximum glide range from service ceiling

Service Ceiling Altitude = h=56000ft

ℎ
𝑅𝑚𝑎𝑥 =
tan 𝜃𝑚𝑖𝑛

56000
𝑅𝑚𝑎𝑥 =
tan 8.0958

𝑹𝒎𝒂𝒙 = 𝟏𝟏𝟗. 𝟔𝟔 𝒌𝒎

2.12. Service and Absolute Ceilings

By using Values of power available and power required to find ROC of Concorde on Matlab we

are able to and taking its variation with altitude we have been able to observe the service and

absolute ceiling of Concorde.

Service ceiling is defined as the altitude where the R/C max=1.66 ft/s (100ft/min)

Absolute Ceiling was defined as the altitude where the R/C max= 0 ft/s
For Subsonic:

Service Ceiling = 63000ft

Absolute Ceiling = 65000ft

For Supersonic:

Service Ceiling = 50,200ft

Absolute Ceiling = 51000ft

2.13. Minimim Time to Climb

We know

ℎ𝑒𝑖𝑔ℎ𝑡
𝑑ℎ
𝑡𝑚𝑖𝑛 = ∫
0 𝑅/𝐶𝑚𝑎𝑥

Minimum time to climb to a height of 30000ft for Concorde is calculated. It is calculated for

subsonic regime and with afterburners to give full performance.

Minimum Time to Climb to 30,000 ft = 2.5 minutes

NOTE: Maximum Takeoff Weight is used to get good estimate.

2.14. Range

Maximum range equation for a jet propelled aircraft is as follows

1/2
2 2 𝐶𝐿 1/2 1/2
𝑅𝑎𝑛𝑔𝑒 = √ (𝑊0 − 𝑊1 )
𝑇𝑆𝐹𝐶 𝜌∞ 𝑆 𝐶𝐷

𝟏/𝟐
𝑪𝑳
Range with Aft. Burners using for supersonic regime
𝑪𝑫

TSFC= 0.00033194 s-1 (for 4 engines)

MTOW=408,000lb

Max. fuel weight=210,938lb

W1= Empty Weight + payload=201,062lb

W0= Gross Weight of Aircraft (Empty Weight + payload + Fuel) =412,000lb

CL1/2/CD= 14.1

Density = 0.00064629

2 2 1 1
𝑅𝑎𝑛𝑔𝑒 = √ 14.1 (412000 ⁄2 − 201062 ⁄2 )
0.00033194 0.00064629 × 3856

𝑹𝒂𝒏𝒈𝒆 = 𝟐𝟕𝟖𝟎𝒎𝒊𝒍𝒆𝒔

𝑹𝒂𝒏𝒈𝒆 = 𝟒𝟒𝟕𝟓. 𝟒𝟖 𝒌𝒎 (with MTOW and with Afterburners)

𝟏/𝟐
𝑪𝑳
Range without Aft. Burners using for supersonic regime
𝑪𝑫
TSFC= 0.00016388 s-1 (for 4 engines)

MTOW=408,000lb

Max. fuel weight=210,938lb

W1= Empty Weight + payload=201,062lb

W0= Gross Weight of Aircraft (Empty Weight + payload + Fuel) =412,000lb

CL1/2/CD= 14.1

Density = 0.00064629

2 2 1 1
𝑅𝑎𝑛𝑔𝑒 = √ 14.1 (412000 ⁄2 − 201062 ⁄2 )
0.00016388 0.00064629 × 3856

𝑹𝒂𝒏𝒈𝒆 = 𝟓𝟔𝟑𝟎. 𝟓𝟏𝒎𝒊𝒍𝒆𝒔

𝑹𝒂𝒏𝒈𝒆 = 𝟗𝟎𝟔𝟓. 𝟏𝟐 𝒌𝒎 (with MTOW and without Afterburners)

Comment

The actual range given for Concorde is 4500miles. The upper given answer is a close

approximation. This is a overestimation. Since in actual flights we trade between Time taken to

reach a destination and range. That’s why actual range is less.

Moreover, difference b/w values with and without afterburners is due to fact that with

afterburmers aircraft uses more fuel.

2.15. Endurance

Endurance for a Jet Propelled Aircraft is given by the following equation

Endurance without Afterbuners

1 𝐿 𝑊0
𝐸= ( ) 𝑙𝑛
𝑇𝑆𝐹𝐶 𝐷 𝑚𝑎𝑥 𝑊1

1 412000
𝐸= × 7.03 × 𝑙𝑛
0.00016388 201062

𝑬 = 𝟖. 𝟒𝟓𝟓𝒉𝒐𝒖𝒓𝒔 (with MTOW and without Afterburners)

Endurance without Afterbuners

1 𝐿 𝑊0
𝐸= ( ) 𝑙𝑛
𝑇𝑆𝐹𝐶 𝐷 𝑚𝑎𝑥 𝑊1

1 412000
𝐸= × 7.03 × 𝑙𝑛
0.00033194 201062

𝑬 = 𝟒. 𝟐𝟐𝒉𝒐𝒖𝒓𝒔 (with MTOW and with Afterburners)

Note:

Endurance is defined as time for which aircraft can stay in air. Endurance without afterburners is

almost double.

3. ACCELERATED FLIGHT

3.1. Energy Calculations for Aircraft

3.1.1. Specific Excess Power plots for subsonic phase

For Subsonic

Plot of Specific Excess Power for Concorde is drawn through following procedure:

1. First choose a Velocity

Then,

2. Choose an Altitude

3. Calculate Mach No. using temperature at chosen altitude

 𝑇 𝜌
4. Calculate Thrust available at chosen altitude using formula 𝑇 𝑎𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = (𝜌 𝑎𝑙𝑡𝑖𝑡𝑢𝑑𝑒 )0.63 for
𝑠𝑒𝑎 𝑙𝑒𝑣𝑒𝑙 𝑠𝑒𝑎 𝑙𝑒𝑣𝑒𝑙

each altitude

5. Calculate Thrust required using Thrust=Drag=𝑞∞ (𝐶𝐷0 + 𝐾𝐶𝐿 2 ) for each altitude and

velocity

6. Calculate Specific Excess Power as Velocity*(Thrust Available–Thrust Required

)/Weight

The procedure mentioned above was carried out using MATLAB code given in APPENDIX

At sea level

Table 8: Ps VS velocity at 0ft

Velocity Tr Ps
100 472476.6 -85.9599
600 23015.68 145.2122
1100 37174.03 228.0504
1600 72237.21 194.207
2100 122333.1 -2.94989
2600 186579.2 -413.063
3100 264738.8 -1086.36
3600 356727.2 -2073.24
At 10,000ft

Table 9:Ps VS velocity at 10000ft

Velocity Tr Ps
100 639541.9 -132.094
600 25070.57 111.0715
1100 29857.42 190.7253
1600 54487.9 180.8285
2100 91011.47 49.34841
2600 138233.1 -239.824
3100 195832.7 -723.588
3600 263695.1 -1439.08

At 20,000ft
Table 10:Ps VS velocity at 20000ft

Velocity Tr Pr
100 885827.4 -197.035
600 29879.89 76.538
1100 25058.43 153.3187
1600 40989.61 160.5338
2100 66659.5 78.57614
2600 100412.6 -117.809
3100 141805.4 -454.968
3600 190678.6 -959.584

At 30,000ft
Table 11:Ps VS velocity at 30000ft

Velocity Tr Ps
100 1260290 -292.815
600 38714.41 39.54365
1100 22881.86 115.1825
1600 31299.27 134.5287
2100 48295.5 89.08834
2600 71515.07 -37.668
3100 100326.9 -263.825
3600 134504.3 -607.943
At 40,000ft

Table 12:Ps VS velocity at 40000ft

Velocity Tr Ps
100 1911324 -456.093
600 55536.12 -7.46029
1100 24015.69 71.30435
1600 24857.3 100.415
2100 34293.42 83.22637
2600 48751.63 10.90655
3100 67274.73 -127.735
3600 89519 -344.611

At 50,000ft

Table 13:Ps VS velocity at 50000ft

Velocity Tr Ps
100 3084216 -746.786
600 87187.06 -73.3205
1100 30583.07 18.18783
1600 22825 56.8788
2100 25559.44 60.57915
2600 33021.6 27.44977
3100 43666.88 -48.1547
3600 56940.61 -173.043

At 60,000ft

Table 14Ps VS velocity at 60000ft

Velocity Tr Ps
100 4310577 -1049.1
 600 120821.8 -133.222
1100 39269.1 -24.368
1600 24549.28 22.28044
2100 23058.25 36.91753
2600 26738.96 22.25187
3100 33432.64 -24.3278
3600 42364.04 -107.058

Matlab plotted curves of Ps at constant heights is given below.

Ps curves at Constant Altitudes

300

250
Specific Power Available

200

150

100

50

0
0 500 1000 1500 2000 2500 3000
Velocity

Figure 16: Ps curves of Subsonic regime at const. Altitudes

3.1.2. Complete Comprehensive Ps Plot of Concorde

Matlab generated Ps plot of Concorde is shown in the figure given below. Code utilized to plot it

is Given at the end in the Appendix.

4
x 10 SPECIFIC EXCESS POWER(Ps)

5 0

0 25

4 50
Altitude(ft)

0
25
50
75
75

3
10

0 25
50
0

10
0 12 5
25

2
0
75

15
5
12

17

20
5 0

0
1
10 0 0

15 0 5
15

20 0

17
22

10102 5
25 07 5

0 25
5075
5
2

30
22

0
5

0
0 0.5 1 1.5 2 2.5 3
Mach

Figure 17:Specific Excess Power envelop of Concorde

Comment

This Graph shows how accelerated climb performance of Concorde is varying. The colorful

contours shows the constant energy heights. The dark blue contours are the constant Ps which

shows that how rate of climb varies with change in Mach no.

These constant Ps lines first goes up with subsonic Mach no. But as transonic Mach no. is

reached. These lines drop down and disappear because of intense drag due to drag divergence

Mach number. This is shown by dent in the Ps plot. After passing through transonic state aircraft

maintains its rate of climb and performs what is needed by it.

The constant Ps plot actually represents the allowable field of the aircraft. Since, Concorde

cannot get out of this field produced. So, it estimates directly the flight performance of aircraft.

This graph is showing that Concorde will go upto 50000ft However, it can go upto 60,000ft. The

reason is that we are not considering variation in weight of the aircraft. Concorde is such a

supersonic plane whose about 50% weight is due to fuel. So, going at supersonic cruise it would

have burned about 30-40% of fuel that is not accounted.

3.2. Turn Performance

3.2.1. Level Turn

For subsonic

Minimum turn radius

The minimum turn radius and corresponding velocity is calculated by following method

(TA) max = 30440lb

W = 408000lb

S = 3856 ft2

density (crusing alt.) = 0.00064629 slugs/ft3

(W/S) = 105.81 lb/ft2

(T/W)max = 0.2984

CD0=0.006

K=0.13

𝑊
4𝐾( 𝑆 )
𝑉𝑅𝑚𝑖𝑛 =√
𝑇
𝜌∞ (𝑊 )

𝑊
4𝐾( 𝑆 )
𝑅𝑚𝑖𝑛 =
𝑇 𝑇
𝑔𝜌∞ (𝑊 )√1 − 4𝐾𝐶𝐷0 (𝑊 )2

4 × 0.13 × 105.81
𝑉𝑅𝑚𝑖𝑛 = √
0.00064629 × 0.2984
 4 × 0.13 × 105.81
𝑅𝑚𝑖𝑛 =
32.27 × 0.00064629 × 0.2984√1 − 4 × 0.13 × 0.006 × (0.2984)2

𝒇𝒕
𝑽𝑹𝒎𝒊𝒏 = 𝟓𝟑𝟒. 𝟏𝟑𝟔 ( 𝒈𝒓𝒆𝒂𝒕𝒆𝒓 𝒕𝒉𝒂𝒏 𝒔𝒕𝒂𝒍𝒍 𝒗𝒆𝒍𝒐𝒄𝒊𝒕𝒚 )
𝒔

𝑹𝒎𝒊𝒏 = 𝟐. 𝟔𝟖 𝒌𝒎

The corresponding load factor n is required to find bank angle at minimum radius

𝑛𝑅𝑚𝑖𝑛 = √2 − (4 × 0.13 × 0.006)/(0.2984)2

𝒏𝑹𝒎𝒊𝒏 = 𝟏. 𝟒𝟎𝟏𝟕𝟕

1
𝑐𝑜𝑠∅ =
𝑛

1
𝑐𝑜𝑠∅ =
1.40177

∅ = 𝟒𝟒. 𝟒𝟗°

Maximum rate of turn calculations

1/2
𝑊
2( 𝑆 ) 𝐾 1/4 2(105.81) 1/2 0.13 1/4
(𝑉∞ )𝜔𝑚𝑎𝑥 = [ ] ( ) =[ ] ( )
𝜌∞ 𝐶𝐷0 0.00064629 0.006

(𝑽∞ )𝝎𝒎𝒂𝒙 = 𝟏𝟐𝟑𝟒. 𝟓𝟏 𝒇𝒕/𝒔

The corresponding load factor n is required to find bank angle at maximum turn rate

𝑇/𝑊
𝑛𝜔𝑚𝑎𝑥 = √ −1
√𝐾𝐶𝐷0
 𝒏𝝎𝒎𝒂𝒙 = 𝟑. 𝟏𝟏

The bank angle for this turn is

1
𝑐𝑜𝑠∅ =
𝑛

1
𝑐𝑜𝑠∅ =
3.11

∅ = 𝟕𝟏. 𝟐𝟓°

For Supersonic

Minimum turn radius

The minimum turn radius and corresponding velocity is calculated by following method

(TA) max = 38050lb

W = 408000lb

S = 3856 ft2

density (cruising alt.) = 0.00033072 slugs/ft3

(W/S) = 105.81 lb/ft2

(T/W)max = 0.3730
CD0=0.023

K=0.22

𝑊
4𝐾( 𝑆 )
𝑉𝑅𝑚𝑖𝑛 =√
𝑇
𝜌∞ (𝑊 )

𝑊
4𝐾( 𝑆 )
𝑅𝑚𝑖𝑛 =
𝑇 𝑇
𝑔𝜌∞ (𝑊 )√1 − 4𝐾𝐶𝐷0 (𝑊 )2

4 × 0.22 × 105.81
𝑉𝑅𝑚𝑖𝑛 = √
0.00033072 × 0.3730

4 × 0.22 × 105.81
𝑅𝑚𝑖𝑛 =
32.27 × 0.00033072 × 0.3730√1 − 4 × 0.22 × 0.023 × (0.3730)2

𝒇𝒕
𝑽𝑹𝒎𝒊𝒏 = 𝟖𝟔𝟖. 𝟖
𝒔

𝑹𝒎𝒊𝒏 = 𝟕. 𝟏𝟏𝟖𝟓 𝒌𝒎

The corresponding load factor n required to find bank angle at minimum turn radius

𝑛𝑅𝑚𝑖𝑛 = √2 − (4 × 0.22 × 0.023)/(0.3730)2

𝒏𝑹𝒎𝒊𝒏 = 𝟏. 𝟑𝟔𝟏𝟖

1
𝑐𝑜𝑠∅ =
𝑛

1
𝑐𝑜𝑠∅ =
1.3618
 ∅ = 𝟒𝟐. 𝟕𝟓°

Maximum rate of turn calculations

1/2
𝑊
2( 𝑆 ) 𝐾 1/4 2(105.81) 1/2 0.22 1/4
(𝑉∞ )𝜔𝑚𝑎𝑥 = [ ] ( ) =[ ] ( )
𝜌∞ 𝐶𝐷0 0.00033072 0.023

(𝑽∞ )𝝎𝒎𝒂𝒙 = 𝟏𝟒𝟎𝟔. 𝟕𝟒𝟒 𝒇𝒕/𝒔

The corresponding load factor n is required to find bank angle at maximum turn rate

𝑇/𝑊
𝑛𝜔𝑚𝑎𝑥 = √ −1
√𝐾𝐶𝐷0

𝒏𝝎𝒎𝒂𝒙 = 𝟐. 𝟎𝟔

The bank angle for this turn is

1
𝑐𝑜𝑠∅ =
𝑛

1
𝑐𝑜𝑠∅ =
2.06

∅ = 𝟔𝟎. 𝟗𝟓𝟗°
3.2.2. Pull Up and Pull Down Maneuvers

2 𝑊
𝑅𝑚𝑖𝑛 =
𝜌𝑔𝐶𝐿 𝑚𝑎𝑥 𝑆

2
𝑅𝑚𝑖𝑛 = × 105.81
. 0023769 × 32.27 × 0.8

𝐑 𝐦𝐢𝐧 = 𝟏. 𝟎𝟒𝟖𝟐 𝐤𝐦

𝐑 𝐦𝐢𝐧 = 𝟏. 𝟎𝟒𝟖𝟐 𝐤𝐦 (sea level)

𝜌∞ 𝐶𝐿 𝑚𝑎𝑥 𝑛𝑚𝑎𝑥
𝜔𝑚𝑎𝑥 = 𝑔√
𝑊
2( 𝑆 )

Where nmax is given by

𝑛𝑚𝑎𝑥 = (𝐿/𝐷)𝑚𝑎𝑥 (𝑇/𝑊)𝑚𝑎𝑥 = 17.9 × 0.2984

𝒏𝒎𝒂𝒙 = 𝟓. 𝟑𝟒

Then,

. 0023769 × 0.8 × 5.34

𝜔𝑚𝑎𝑥 = 32.27√
2(105.81)

𝒓𝒂𝒅
𝝎𝒎𝒂𝒙 = 𝟎. 𝟐𝟐𝟑𝟒 = 𝟏𝟐. 𝟐𝟐 𝒅𝒆𝒈/𝒔 (sea level)
𝒔
3.3. Load Factor Calculation

The maximum load factor that aircraft can operate is

𝑛𝑚𝑎𝑥 = (𝐿/𝐷)𝑚𝑎𝑥 (𝑇/𝑊)𝑚𝑎𝑥 = 17.9 × 0.2984

𝒏𝒎𝒂𝒙 = 𝟓. 𝟑𝟒

Corresponding load factor n at minimum radius for subsonic conditions

𝑛𝑅𝑚𝑖𝑛 = 𝑛𝐶𝐿𝑚𝑎𝑥 = √2 − (4 × 0.13 × 0.006)/(0.2984)2

𝒏𝑹𝒎𝒊𝒏 = 𝟏. 𝟒𝟎𝟏𝟕

Corresponding load factor n at maximum turn rate for subsonic conditions

𝑇/𝑊
𝑛𝜔𝑚𝑎𝑥 = √ −1
√𝐾𝐶𝐷0

𝒏𝝎𝒎𝒂𝒙 = 𝟑. 𝟏𝟏

Corresponding load factor n at minimum radius for supersonic conditions

𝑛𝑅𝑚𝑖𝑛 = √2 − (4 × 0.22 × 0.023)/(0.3730)2

𝒏𝑹𝒎𝒊𝒏 = 𝟏. 𝟑𝟔𝟏𝟖

Corresponding load factor n at maximum turn rate for supersonic conditions

𝑇/𝑊
𝑛𝜔𝑚𝑎𝑥 = √ −1
√𝐾𝐶𝐷0

𝒏𝝎𝒎𝒂𝒙 = 𝟐. 𝟎𝟔
3.4. V-n Diagram

Matlab code for Producing V-N diagram for Concorde is given in appendix.

V-N diagram of Concorde is as follows.

Maximum Load Factor Vs Velocity

7
Max. Load Factor
Stall Load Factor
6

5
Maximum Load Factor

3 Point(A),Manueverbility Point X: 600

Point(A) Y: 3.235

0
0 500 1000 1500 2000
Free stream Velocity

Figure 18:V-n Diagram of Concorde

Comment

Since, the maximum maneuverability of an Aircraft either subsonic or super sonic is best at sea

level and at sea level the practical velocity of an aircraft is is low that is subsonic. It means a

supersonic plane also has best maneuverability in subsonic regime which is best suited to dog

fight.
The black line in above figure is representing the limit load factor. I have assumed it for cncorde.

No doubt it has a nice smooth shape but its purpose was to take passengers. Moreover suiting to

this purpose it has a large span , fuselage length and wing Area. That’s why taking Concorde

limit factor to be 3.5 is satisfactory.

3.5. Takeoff Performance

For considering takeoff performance analysis using subsonic conditions only as it will obviously

more closer to required drag polar for takeoff.

Take-off distance= Ground Roll Distance + Aerial Distance (to clear 50ft high obstacle)

𝑆𝑇𝑂 = 𝑆𝑔 + 𝑆𝑎

We know the ground roll distance can be approximated by the following equation:

𝑊
1.21( 𝑆 )
𝑆𝑔 =
𝑔𝜌∞ (𝐶𝐿 )𝑚𝑎𝑥 (𝑇/𝑊)

T sea-level = 30440lb

W = 408000lb

Density (sea level) = 0.0023769 slugs/ft3

g = 32.27 ft/s2
(W/S) = 105.81 N/m2

(T/W)max = 0.2984

(𝐶𝐿 )𝑚𝑎𝑥 =0.8

ur = 0.04 (assuming dry concrete/asphalt with brakes off)

L0.7V lo=0.5 x 0.0023769 x 3856 x 0.8 (0.7 x 1.2 x 333.6)2 = 287884.8lb

𝑊
1.21( 𝑆 )
𝑆𝑔 =
𝑔𝜌∞ (𝐶𝐿 )𝑚𝑎𝑥 (𝑇/𝑊)

𝒔𝑮 = 𝟐. 𝟏𝟖𝟓 𝒌𝒎

Calculating aerial distance

2
6.96(𝑉𝑠𝑡𝑎𝑙𝑙 ) 6.96(333.272 )
𝑅= = = 7.28 𝑘𝑚
𝑔 32.27

Assuming hob 50 ft obstacle height

ℎ𝑜𝑏 50
𝜃𝑜𝑏 = cos −1(1 − ) = cos−1 (1 − ) = 3.7025°
𝑅 23955.36

𝑠𝑎 = 𝑅 sin 𝜃𝑜𝑏 = 7.28 × sin(3.7025) = 0.4701 𝑘𝑚

𝐬𝐚 = 𝟎. 𝟒𝟕𝟎𝟏 𝐤𝐦

TOTAL TAKE OFF DISTANCE= sa+sg= 2.185+0.4701 = 2.6551 km

Comment

This take-off distance of Concorde is quite close to the practical value. The assumption that I

have used here is that the drag during takeoff is quite less than weight And Thrust is much larger
than the added factor of D + µ𝑟 (W-L). So, using these assumptions the answer is quite

reasonable.

3.6. LANDING

Landing consists of three phases:

1. Approach Distance (Distance to come down from 50ft to the flare height)

2. Flare Distance

3. Ground roll (itself divided into free roll and where brakes are applied)

The landing distance is the sum of the three aforementioned distances.

1 𝑇
𝑠𝑖𝑛𝜃𝑎 = −
𝐿/𝑊 𝑊

𝑉𝑓2
𝑅=
0.2𝑔

ℎ𝑓 = 𝑅(1 − 𝑐𝑜𝑠𝜃𝑎 )

15.24 − ℎ𝑓
𝑠𝑎 =
𝑡𝑎𝑛𝜃𝑎

Approach Distance
Now
 2𝑊 2 × 255,249.6
𝑉𝑠𝑡𝑎𝑙𝑙 = √ =√ = 263.86 𝑓𝑡/𝑠
𝜌∞ 𝑆𝐶𝐿 𝑚𝑎𝑥 0.0023769 × 3856 × 0.8

Vf =1.23 x Vstall =1.23 x 263.86 = 324.55 ft/s

324.552
𝑅= = 4.96 𝑘𝑚
0.2 × 32.27

Taking approach Angle to be same as 𝜃𝑜𝑏 calculated during takeoff performance.

ℎ𝑓 = 16320.68(1 − cos(3.7025°)) = 34.06 𝑓𝑡

50 − 34.06
𝑠𝑎 =
tan(3.7025°)

𝒔𝒂 = 𝟐𝟒𝟔. 𝟐𝟓 𝒇𝒕

Flare distance
sf = Rsinθa

sf = 16320.68sin(3.7025°)

𝐬𝐟 = 𝟎. 𝟑𝟐𝟎𝟑 𝐤𝐦

Ground roll distance

1 𝐽𝐴 2
𝑠𝑔 = 𝑁𝑉𝑇𝐷 + ln(1 + 𝑉𝑇𝐷 )
2𝑔𝐽𝐴 𝐽𝐵

N= 3s

CL max Landing=0.8 (Delta wings/no flaps)

2𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √ = 263.86 𝑓𝑡/𝑠
𝜌∞ 𝑆𝐶𝐿 𝑚𝑎𝑥
VTD=1.15 x Vstall=1.15 x 263.86=303.439 ft/s

h=Height of wing from ground in ground roll = 13.16 ft (from scaling of 3D Views)

b=Wingspan=84.22 ft

(16ℎ/𝑏)2 (16 × 13.16 ÷ 84.22)2

𝐺= = = 0.8620
16ℎ 2 16 × 13.16 2
1+( ) 1+( )
𝑏 84.22

Also

Kuc=5.81 x10-5 (with no flap deflection)

m= 8236914.27 slugs

𝑊
∆𝐶𝐷𝑂 = 𝐾 𝑚−0.219 = 66.1954 × 5.81 × 10−5 × 8236914.27−0.219 = 0.0001176
𝑆 𝑢𝑐

Taking, 𝐶𝐿 = 0.1

𝜌∞
𝐽𝐴 = [𝐶𝐷𝑜 + ∆𝐶𝐷𝑜 + (0.02 + 𝐾𝐺)𝐶𝐿2 − 𝜇𝑟 𝐶𝐿 ]
𝑊
2( 𝑆 )

0.0023769
= [0.006 + 0.0001176 + 0.12 (0.006 + 0.13 × 0.8620) − 0.04
2(66.195)

× 0.1]

𝐽𝐴 = 5.92 × 10−8

𝑇𝑟𝑒𝑣
𝐽𝑇 = + 𝜇𝑟 = 0.4 (𝑁𝑜 𝑡ℎ𝑟𝑢𝑠𝑡 𝑟𝑒𝑣𝑒𝑟𝑠𝑎𝑙)
𝑊

1 5.92 × 10−8
𝑠𝑔 = 3 × 303.439 + ln(1 + 303.4392 )
2 × 32.27 × 5.92 × 10−8 0.4

𝒔𝒈 = 𝟏. 𝟑𝟓𝟑𝟒 𝒌𝒎
 Total landing distance=sa+sf+sg = 1.3534+0.3203 = 1.6737 km

Comment

This value of landing distance is quite a good Approximation of practical value. In Landing

performance I have used µ𝑟 = 0.4 for brakes on. Also, I have assumed that Concorde has used

about 80% of its fuel when approached for landing. It has proven a good approximation.
 Conclusion

To conclude Concorde is a very advanced machine in all flying machines. Its one of its kind as a

passenger aircraft. However, its performance parameter are quite different from all other

passenger aircrafts. Its body shape that resembles very much with sear’s hack body provides a

very low subsonic zero lift drag. Its some performance parameters resembles more to fighters

than civil passenger aircrafts. Since, from 2013 the time when Concorde was grounded no other

aircraft has been able to replace its worth.

 1. References

[1] [Online]. Available: http://www.concordesst.com/techspec.html

[2] [Online]. Available: https://www.britishairways.com/en-pk/information/about-ba/history-

and-heritage/celebrating-concorde

[3] [Online]. Available: https://www.britannica.com/technology/Concorde

[4] Anderson, Jr., UMD, McGraw-Hill,1999, " Aircraft Performance and Design".

[5] [Online]. Available: http://simviation.com//rinfoconcorde.htm

[6] [Online]. Available: http://aircraft.wikia.com/wiki/Concorde

[7] [Online]. Available: https://engineering.purdue.edu/~andrisan/Courses

/Concorde/Concorde_Performance.pdf
 Appendices

APPENDIX – Matlab Codes

Non-Accelerated Performance

Thrust required (at specific height)

rho=0.00035531;
rho0=0.002377;
s=3856;
w=408000;
v=1000;
cl=(2*(w))./(rho*(v.^2)*s);
Cd=(0.023)+((0.22)*(cl.^2));
Tr=0.5.*rho.*(v.^2).*s.*Cd;
plot (v,Tr,'b');
grid on

Thrust Available (at specific height)

rho=0.00035531;
rho0=0.002377;
M=v./sqrt(1.4.*1716.*389.99);
Ta=4.*38050.*(rho/rho0).^0.63.*(1+0.483.*M.^1.009)

Power required (at specific height)

rho=0.00035531;
rho0=0.002377;
s=3856;
w=408000;
v=1000;
cl=(2*(w))./(rho*(v.^2)*s);
Cd=(0.023)+((0.22)*(cl.^2));
Tr=0.5.*rho.*(v.^2).*s.*Cd;
pr=Tr.*v;
plot (v,pr,'b');
grid on

Power Available (at specific height)

rho=0.00035531;
rho0=0.002377;
M=v./sqrt(1.4.*1716.*389.99);
Ta=4.*38050.*(rho/rho0).^0.63.*(1+0.483.*M.^1.009)
pa=Ta.*v;

Rate of Climb (at specific height)

rho=0.00035531;
rho0=0.002377;
s=3856;
w=408000;
v=1000;
cl=(2*(w))./(rho*(v.^2)*s);
Cd=(0.023)+((0.22)*(cl.^2));
Tr=0.5.*rho.*(v.^2).*s.*Cd;
pr=Tr.*v;
M=v./sqrt(1.4.*1716.*389.99);
Ta=4.*38050.*(rho/rho0).^0.63.*(1+0.483.*M.^1.009)
pa=Ta.*v;
roc=(pa-pr)./w;
plot (v,roc,'b');
grid on

Maximum Rate of Climb

W=408000;
Ts=38050;
rho0=0.002377;
%T=[518.69 490.17 461.67 433.20 404.75 389.99 389.99]
rho=[0.002377 0.0017556 0.0012673 0.00089068 0.00058727 0.00036393
0.00022561]
%rho0=[0.00022561 0.00036391 0.0005727 0.00089068 0.0012673 0.0017556
0.002377];
S=3856;
cdo=0.006;
K=0.13;
WS=105.81;
LDmax=17.9;
%V=[0 400 800 1200 1600 2000 2400]
%R=1716;
%M=V./sqrt(1.4.*R.*T);
Ta=4.*Ts.*(rho/rho0).^0.63;%.*(1+0.483.*M.^0.5)%for 4 engines
TW=(Ta)./W;
a=(LDmax.^2)*(TW.^2);
b=3./a;
c=sqrt(1+b);
Z=1+c;
d=sqrt(WS*Z);
e=sqrt(3*rho0*cdo);
f=d./e;
g=TW.^(3/2);
h=Z/6;
i=b./(2*Z);
k=1-h-i;
ROCmax=f.*g.*k
%ROCmax=f*((TW).^(3/2)).*(1-Z/6-b/(2*Z))
h=0:10000:60000;
plot(ROCmax,h)
grid on
title('Plot of (ROC)max Vs Height');
xlabel('(ROC)max in ft/s');
ylabel('Height in ft');

Drag due to lift

rho=[0.002377 0.0017556 0.0012673 0.00089068 0.00058727 0.00036393

0.00022561]
K=0.13
v=100:100:5000;
cl=(2*(w))./(rho*(v.^2)*s);
Dragduelift=K*(cl.^2)

Zero lift drag

rho=[0.002377 0.0017556 0.0012673 0.00089068 0.00058727 0.00036393

0.00022561]
cdo=0.006
v=100:100:5000;
cl=(2*(w))./(rho*(v.^2)*s);
zero_lft_d=cdo*(cl.^2)

Lift to Drag ratio curve

W=408000;
rho=0.00030055;
S=3856;
cdo=0.023;
K=0.22;
v=300:550:6000;
Cl=(2*W)./(rho*(v.^2)*S);
Cd=cdo+K*(Cl.^2);
lbyd=Cl./Cd
plot(v,lbyd)
grid on

Minimum thrust required and corresponding velocity

W=408000;
S=3856;
rho=0.00089068;
cdo=0.006;
K=0.13;
TRmin=W.*(4*cdo*K)^0.5
VTRmin=sqrt((2/rho)*(W/S)*((K/cdo)^0.5))
Accelerated Flight

Specific excess power (Ps) for Subsonic

W=408000;
for i = 7
if i==1
rho=0.002377;
T=518.69;

end
if i==2
rho=0.0017556;
T=483.04;

end
if i==3
rho=0.0012673;
T=447.43;
end

if i==4
rho=0.00089068;
T=411.86;

end
if i==5
rho=0.00058727;
T=389.99;

end
if i==6
rho=0.00036393;
T=389.99;

end
if i==7
rho=0.00026039;
T=389.99;

end
rho0=0.002377;
S=3856;
v=100:500:3600
R=1716;
a=sqrt(1.4*R*T);
M=v/a;

% if M<=0.87
% cdo=0.006;
%K=0.17;
%elseif M>=1.2
 %cdo=0.01;
% K=0.21;
%else
% cdo = -0.106974 + 0.13202.*M-0.00154.*(M.^2)+0.0001.*(M.^3)-
0.0045.*(M.^4);
% K = (0.0539.*M -(0.0278.*M.^2)+(0.00127.*M.^3)+ 0.0658);
%end
Cl=(2*W)./(rho*(v.^2)*S);
cd=0.006+0.13*(Cl.^2);
Tr=rho*S*cd*0.5.*(v.^2)
Ta=4*30440*(rho./rho0).^0.63
Pa=v.*Ta;
Pr=v.*Tr;
Psub=(Pa-Pr)/W
plot(v,Psub)
ylim([0 300])
grid on
hold on

end

Specific excess power (Ps) for Supersonic

h=0:200:20000;
M=0:0.1:3;
W = 408000;
S = 3856;
Tawet = 4.*38050;
rho_1 = 1.225;
g = 32.2;
[M,h] = meshgrid(M,h); %Creating meshgrid in order to plot
contours.
Cdo = zeros(size(M));
k = zeros(size(M));
for i = 1:size(M,1)
for j = 1:size(M,2)
if M(i,j)<= 0.85 %subsonic
Cdo(i,j) = 0.006;
k(i,j) = 0.13;
elseif M(i,j) >= 1.2 %supersonic
Cdo(i,j)=0.023;
k(i,j)=0.22;
else %transonic
 Cdo(i,j) = -0.10888 + 0.13202.*M(i,j)-
0.00244.*(M(i,j).^2)+0.0009.*(M(i,j).^3)-0.0045.*(M(i,j).^4);
k(i,j) = (0.1039.*M(i,j)) -
(0.0278.*M(i,j).^2)+(0.00127.*M(i,j).^3)+ 0.0658;
end
end
end
if h < 11000 %metric units
T = 15.04 -(0.00649.*h);
P = 101.29.*(((T+273.1)./288.08).^5.256);
else
T=216.54;
P = 22.65.*exp(1.73 - 0.000157.*h);
end
rho = P./(0.2869.*(273.16+T));
a = sqrt(1.4*287.*(T));
V = a.*M;
V=3.28084*V;
rho=0.00194032*rho;
rho_1=0.00194032*rho_1;
Ta= Tawet.*((rho/rho_1).^0.63).*(1+0.483.*M.^1.02);
Pa = Ta.*V;
Cl = ((2*W)./(rho.*S.*(V.^2)));
Cd = Cdo + (k.*(Cl.^2));
Tr = (0.5.*rho.*S).*Cd.*(V.^2);
Pr = Tr.*V;
Ps = (Pa-Pr)./W;
h=3.28084*h;
He = h + ((V.^2)./(2*g));
contour(M,h,He,0:2000:100000);
hold on
[C,h] = contour(M,h,Ps,0:25:1000);
text_handle = clabel(C,h);
set(gcf,'color','white')
xlabel('Mach');
ylabel('Altitude(ft)');
title('SPECIFIC EXCESS POWER(Ps)');
hold off
Matlab code of V-N Diagram

W=408000;
rho0=0.0023769;
S=3856;
cdo=0.013;
K=0.22;
WS=105.81;
LDmax=7.03;
Ts=38050;
Ta=4*Ts; %for 4 engines
TW=Ta./W;
v=0:10:1500;
a=0.5.*rho0.*(v.^2);
b=a./(K*(WS));
c=a.*(cdo/WS);
nmax=sqrt(b.*(TW-c));
plot(v,nmax)
grid on
hold on
v=0:20:500;
Clmax=0.8;
d=0.5.*rho0.*(v.^2);
nvstall=d.*(Clmax/WS);
plot(v,nvstall,'r')