LANDING

PERFORMANCE
PSB KIRUBAKARAN (MS)
Take-Off
Performance
Conti…

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Take-off Segments

Take-off Runway Available (TORA)

Take-off Distance Available (TODA)
Accelerate stop Distance Available (ASDA)

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TAKE-OFF Conti..

Estimation & Analysis of the following;

→ Minimum Distance Ground Roll

→ Balanced Field Length

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Minimum Distance Ground Roll
from the previous section WKT;

In order to find the best value for takeoff distance, the best value would be the shortest distance.
Hence it is necessary to determine the flight conditions that would minimize the take-off distance.
The acceleration is given by

It is necessary to maximize the acceleration (which will minimize the take-off distance)
Hence in order to achieve this, the parameters can be modified accordingly: maximize A and minimize B.

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Minimum Distance Ground Roll
Influence of parameter A

Thrust to weight ratio and the ground friction coefficient.

Hence it is necessary to maximize the thrust (and minimize the weight) and to take off from a surface that has a low rolling
friction coefficient .

Influence of parameter B

The ground aerodynamic parameters, Coefficient of Drag w.r.t Ground CDg and Coefficient of Lift w.r.t Ground CLg
Hence it is necessary to minimize the terms.

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Minimum Distance Ground Roll
Taking the ground aerodynamic parameters, Coefficient of Drag w.r.t Ground C dg and Coefficient of Lift w.r.t Ground C Lg
and minimizing the terms.

From the equation we have,

Taking the requisite term for minimization;

From drag polar we know that Cdg = CD0L(g) + Kg C2Lg

Substituting the above in the minimization equation

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Minimum Distance Ground Roll
The only term which can be minimized accordingly is the ground lift coefficient.
This term can be manipulated by changing the angle-of-attack at which the aircraft rolls along the ground.
This is done by adjusting the lengths of the landing gear struts.

It is done by taking the C Lg term and equating its derivative to zero.

Hence, the Ground Lift Coefficient for Minimum Take-off Ground Run Distance is given by;

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Balanced Field Length (BFL)
For a Multi-Engine commercial aircraft to take-off from a runway, the runway must at least be as long as the balanced
field length.
The balanced field length is determined by considering two options available to the pilot if an engine fails.
Option I:
To continue the take-off on the remaining engines to clear the 50 ft (15m) obstacle and establish a take-off distance
Option II:
To apply the brakes as soon as possible after the engine failure and to bring the aircraft to a halt in some distance.

If the two distances are the same, that distance is called the Balanced Field Length.

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Balanced Field Length (BFL)
Estimation of BFL:
Assuming a speed that the engine failure occurs, the following things can be followed for determining the BFL.
Step I:
Continue the take-off on the remaining engines and compute the additional distance for the vehicle to clear a 50 ft
obstacle, determining the take-off distance
Step II:
Starting with the speed assumed in (1), assume two additional seconds go by and then the engines are shut down and
the brakes are applied and the ground roll to stop calculated.
Step III:
Compare the distance in (2) with that in (1).
→ If the distance to stop is shorter than the distance to fly over the 50 ft obstacle, then increase the guess in step (1).
→ If the distance to stop is shorter than that required to clear the 50 ft obstacle, then decrease the failure airspeed in
step (1).
→ Continue this procedure until the total take-off distance and the total distance to stop are the same.
→ This distance will be the balance field length, and the associated velocity found is called the critical engine failure
speed, and is usually designated as V1.

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Landing
Performance
Performance & Calculations

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Landing Run
The opposite of the take-off procedure is the landing procedure. The landing manoeuvre consists of two parts:
→ The terminal glide over a 50 ft obstacle to touchdown
→ The landing ground run
Calculations include a flare from the landing glide to the touchdown.
However, for a maximum performance landing , very little flare is used, and the aircraft is flown onto the runway.

Landing Distance.
The horizontal distance traversed by the aeroplane by the aeroplane from a point on the approach path at a selected
height above the landing surface to the point on the landing surface at which the aeroplane comes to a complete stop.
Landing Distance Available (LDA).
The length of the runway which is declared available by the appropriate Authority and is suitable for the ground run of an
aeroplane landing.
Landing Distance Required (LDR)
which is calculated by taking into account the effect of various influencing factors, including prevailing surface conditions
and the extent to which aircraft devices which are available to assist deceleration are deployed.

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Landing Distance
The LDR depends on a number of factors, principally:
→ The aircraft landing mass;
→ The surface wind and temperature;
→ The runway elevation and slope;
→ The runway surface conditions (dry, wet or contaminated); and,
→ The condition of aircraft braking systems.

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Landing Distance
Factors Affecting Actual Landing Distance
→ Handling.
• On passing the runway threshold:
• 50 ft above runway threshold;
• Aircraft configured for landing (landing gear, flaps and slats, etc.);
• Correct and steady forward speed;
• Correct and steady descent rate;
• Appropriate power setting;
• Wings level.
• On touch-down:
• Brakes applied;
• Power reduced;
• Additional devices deployed (Thrust reverser, Spoilers etc.);
• Directional control maintained.

→ Runway Conditions.
→ Weather Conditions.
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Landing Ground Run
The equations of motion governing the landing ground run are the same as those for take-off.

The constants A and B can be quite different.

Typically the major contributions to the differences are:

→ Thrust can be zero or even negative (reverse thrust).
→ The runway rolling friction can be much larger due to braking
→ At the beginning of the ground roll the velocity is that at touchdown, VTD
→ At the end of the ground run, the velocity is V2 , usually zero

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Landing Ground Run
Taking the same governing differential equation of motion that is used for take-off:

Subsequently the above equation cab be integrated with limits (VTD to V 2 ) as follows;

When the aircraft comes to rest; then we have; (V2 = 0);

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Time for Landing Ground Run
The time for the landing ground run is calculated in the same manner to that for the take-off ground run.
But the time equation that results depends on the signs of the constants A and B.

The form of the resulting integration depends on the signs of the constants A and B.
Thus there are four possible condition cases, (some of which are rarely encountered).

Description A B
Condition I >0 >0
Condition II >0 <0
Condition III <0 >0
Condition IV <0 <0

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Time for Landing Ground Run
The time for the landing ground run is calculated for Condition I.

Description A B
Condition I >0 >0

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Time for Landing Ground Run
The time for the landing ground run is calculated for Condition II.

Description A B
Condition II >0 <0

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Time for Landing Ground Run
The time for the landing ground run is calculated for Condition III.

Description A B
Condition III <0 >0

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Time for Landing Ground Run
The time for the landing ground run is calculated for Condition IV.

Description A B
Condition IV <0 <0

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END
OF
LECTURE