RANGE AND ENDURANCE

Hey! Why are you going

faster?

I am Flying for Range!

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 SCOPE

1. PHASES OF FLIGHT
2. CRUISE - RANGE AND ENDURANCE
3. FUEL CONSUMPTION CLASSIFICATION
4. ENDURANCE
5. FACTORS AFFECTING ENDURANCE
6. RANGE
7. FACTORS AFFECTING RANGE
8. CONCLUSION

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 PHASES OF FLIGHT
1. TAKE-OFF

2. CRUISE

3. LANDING
 CRUISE
PERFORMANCE PARAMETERS IN CRUISE PHASE

ENDURANCE RANGE
PERFORMANCE PERFORMANCE

FUEL ENERGY INTO FUEL ENERGY INTO

FLYING TIME FLYING DISTANCE

FLIGHT TIME DISTANCE FLOWN

FUEL CONSUMED FUEL CONSUMED

COMMON DENOMINATOR - FUEL

CONSUMED
 FUEL CONSUMPTION PARAMETER

GROSS FUEL SPECIFIC FUEL

CONSUMPTION (GFC) CONSUMPTION (SFC)

GFC = FUEL CONSUMED (LBS)

TIME (HRS) SFC = FUEL CONSUMED (LBS)
TIME (HRS)
THRUST (POWER)

SFC = GFC
GFC = SFC X THRUST (POWER)
THRUST(POWER)
 ENDURANCE PERFORMANCE
SPECIFIC ENDURANCE =
ENDURANCE = FLIGHT
FLIGHT TIME
TIME
TIME
FUEL CONSUMED
FUEL CONSUMED
TIME
SPECIFIC
GFC= SFC X THRUST ENDURANCE =
(POWER) 1
GFC

SPECIFIC ENDURANCE =
1
SFC X THRUST

IN LEVEL FLIGHT; THRUST = DRAG

SPECIFIC ENDURANCE = 1
SFC X DRAG
ENDURANCE PERFORMANCE (CONTD.)
1. SPECIFIC ENDURANCE IS GOVERNED BY TWO FACTORS :

ENDURANC
SPECIFIC FUEL ENGINE RELATED SFC IS
E
CONSUMPTION FACTOR REDUCED
INCREASES

AIRFRAME RELATED DRAG IS ENDURANCE

DRAG
FACTOR REDUCED INCREASES

SPECIFIC ENDURANCE = 1
SFC X DRAG

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ENDURANCE PERFORMANCE (CONTD.)
SPECIFIC FUEL CONSUMPTION (SFC)
SPECIFIC FUEL CONSUMPTION - CAN BE REDUCED BY DECREASING AIR
DENSITY AND ITS TEMPERATURE.
THIS CAN BE ACHIEVED BY FLYING AT HIGH ALTITUDES.
DECREASING AIR
REDUCES FUEL FLOW
DENSITY

DECREASING AIR INCREASES THE TEMPERATURE DIFFERENTIAL

TEMPRATURE BETWEEN INLET AND EXHAUST GASES

IMPROVES ENGINE EFFICIENCY WITH REDUCED FUEL CONSUMPTION PER

UNIT THRUST

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ENDURANCE PERFORMANCE (CONTD.)
MINIMUM DRAG (JET ENGINE)

MINIMUM DRAG AIRCRAFT MUST FLY AT MINIMUM DRAG SPEED

MINIMUM DRAG SPEED - Vmd

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ENDURANCE PERFORMANCE (CONTD.)

MINIMUM DRAG (TURBO PROP ENGINE)
FOR A PROPELLER DRIVEN AIRCRAFT, IN A STRAIGHT AND LEVEL
FLIGHT, POWER = DRAG.

AIRCRAFT MUST FLY AT MINIMUM POWER

MINIMUM DRAG
SPEED

A PROPELLER POWERED
AIRCRAFT IS GENERALLY
UNSTABLE AT Vmp, SO THEY
NORMALLY HOLD SPEED = 1.1
Vmp

MINIMUM POWER SPEED - Vmp = 0.76 Vmd

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FACTORS AFFECTING ENDURANCE

THREE FACTORS AFFECT ENDURANCE:

1. AIRCRAFT’S WEIGHT

2. AIRCRAFT’S CONFIGURATION

3. WIND AND ALTITUDE

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FACTORS AFFECTING ENDURANCE

ENDURANCE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)
IGURATION

WIND

ALTITUDE

LIFT DEPENDENT TOTAL DRAG

DRAG (INDUCED CURVE MOVES
DRAG) UP AND RIGHT

SPECIFIC ENDURANCE = 1
SFC X DRAG
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FACTORS AFFECTING ENDURANCE

ENDURANCE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)

WIND

ALTITUDE

LIFT
TOTAL DRAG
INDEPENDENT
DRAG (PARASITE
CURVE MOVES
DRAG) UP AND LEFT
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FACTORS AFFECTING ENDURANCE

ENDURANCE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)

WIND NIL NIL

ALTITUDE
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FACTORS AFFECTING ENDURANCE

ENDURANCE JET ENGINE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT JET ENGINE’S EFFICIENCY AND ENDURANCE INCREASES WITH
INCREASE IN ALTITUDE
WEIGHT

CONFIGURATION
(WITH GEAR AND BECAUSE OF REDUCED AIR DENSITY, THEREBY REDUCING
FLAPS) SPECIFIC FUEL CONSUMPTION

WIND NIL NIL

BECAUSE OF DECREASING AMBIENT TEMPERATURE,
DIFFERENTIAL TEMPERATURE BETWEEN INLET AND OULTET
MAX AT OR
MID ALTITUDES IN AIRFLOW, THEREFORE BECOMES MORE EFFICIENT
ALTITUDE ABOVE
TROPOSPHERE
TROPOPAUSE

TURBO-PROP ENGINE

SAME AS JET ENGINE BUT ONY UPTO

MID LEVEL ALTITUDES

HIGH TAS AT HIGH ALTITUDES

REDUCES PROP EFFICIENCY BECAUSE
OF PROP TIP SPEEDS
 RANGE PERFORMANCE
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SPECIFIC RANGE =
RANGE = DISTANCE DISTANCE
FUEL CONSUMED TIME
FUEL CONSUMED
TIME

SPECIFIC RANGE
GFC= SFC X THRUST = TAS
(POWER) GFC

SPECIFIC RANGE =
TAS
SFC X THRUST

IN LEVEL FLIGHT; THRUST = DRAG

SPECIFIC RANGE = TAS

SFC X DRAG
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RANGE PERFORMANCE (CONTD.)

1. SPECIFIC RANGE IS GOVERNED BY TWO FACTORS :

SPECIFIC FUEL ENGINE RELATED SFC IS RANGE

CONSUMPTION FACTOR REDUCED INCREASES

ALTITUDE AND TAS/DRAG

RANGE
TAS/DRAG RATIO AIRFRAME RELATED RATIO IS
INCREASES
FACTOR INCREASED

SPECIFIC RANGE = TAS

SFC X DRAG
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RANGE PERFORMANCE (CONTD.)

HIGH TAS/DRAG RATIO (JET ENGINE)
HIGH TAS/DRAG AIRCRAFT MUST FLY AT 1.32 TIMES MINIMUM
RATIO DRAG SPEED
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RANGE PERFORMANCE (CONTD.)

HIGH TAS/DRAG RATIO (TURBOPROP ENGINE)
HIGH TAS/DRAG
AIRCRAFT MUST FLY AT MINIMUM DRAG SPEED
RATIO
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FACTORS AFFECTING RANGE

THREE FACTORS AFFECT RANGE:

1. AIRCRAFT’S WEIGHT

2. AIRCRAFT’S CONFIGURATION

3. WIND AND ALTITUDE

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FACTORS AFFECTING RANGE

RANGE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)
IGURATION

WIND

ALTITUDE

LIFT DEPENDENT TOTAL DRAG SPECIFIC RANGE = TAS

DRAG (INDUCED CURVE MOVES
DRAG) UP AND RIGHT SFC X DRAG
22

FACTORS AFFECTING RANGE

RANGE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)
IGURATION

WIND

ALTITUDE

LIFT DEPENDENT TOTAL DRAG

DRAG (INDUCED CURVE MOVES
SPECIFIC RANGE = TAS
DRAG) UP AND RIGHT SFC X DRAG
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FACTORS AFFECTING RANGE

RANGE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)
IGURATION

WIND

ALTITUDE

LIFT
TOTAL DRAG
INDEPENDENT
CURVE MOVES
SPECIFIC RANGE = TAS
DRAG (PARASITE
DRAG) UP AND LEFT SFC X DRAG
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FACTORS AFFECTING RANGE

RANGE
FACTORS
JET ENGINE PROPELLER
AIRCRAFT AIRCRAFT

WEIGHT

CONFIGURATION
(WITH GEAR AND
FLAPS)
IGURATION

WIND

ALTITUDE

LIFT
TOTAL DRAG
INDEPENDENT
CURVE MOVES
SPECIFIC RANGE = TAS
DRAG (PARASITE
DRAG) UP AND LEFT SFC X DRAG
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FACTORS AFFECTING RANGE

SPECIFIC AIR RANGE = TAS
RANGE
(SAR) SFC X
FACTORS
JET ENGINE PROPELLER DRAG
AIRCRAFT AIRCRAFT TAS IS UNAFFECTED BY WIND; THEREFORE,
SAR IS NOT AFFECTED BY WIND
WEIGHT

CONFIGURATION
SPECIFIC GROUND RANGE (SGR)
(WITH GEAR AND = GROUNDSPEED
FLAPS) SFC X DRAG
HEADWIND

ALTITUDE
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FACTORS AFFECTING RANGE

SPECIFIC AIR RANGE = TAS
(SAR) SFC X DRAG
RANGE
FACTORS
JET ENGINE PROPELLER
WITH INCREASE IN ALTITUDE - TAS INCREASES
AIRCRAFT AIRCRAFT
WITH INCREASE IN ALTITUDE - SFC DECREASES
WEIGHT
WITH INCREASE IN ALTITUDE - LSS DECREASES
CONFIGURATION MACH NO. = TAS
(WITH GEAR AND
WITH INCREASE INMACH NO. - EXCESSIVE
FLAPS) DRAG LSS
IS PRODUCED CLOSE TO CRITICAL MACH NO.
HEADWIND

ALTITUDE AT WHICHALTITUDE
SPECIFIC RANGE IS
MAXIMUM IS CALLED OPTIMUM ALTITUDE
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CONCLUSION

JET ENGINE TURBO PROP ENGINE

FACTORS
RANGE ENDURANCE RANGE ENDURANCE

WEIGHT

CONFIGURATION
(WITH LDG GEAR
AND FLAPS)

WIND HEADWIND NIL HEADWIND NIL

SPEED 1.32 Vmd Vmd Vmd Vmp

END OF PRESENTATION