Module 2

Aircraft Performance

Module 2

Where are we? 1 : Introduction to aircraft performance, atmosphere 2 : Aerodynamics, air data measurements 3 : Weights / CG, engine performance, level flight 4 : Turning flight, flight envelope 5 : Climb and descent performance 6 : Cruise and endurance 7 : Payload-range, cost index 8 : Take-off performance 9 : Take-off performance 10 : Enroute and landing performance 11 : Wet and contaminated runways 12 : Impact of performance requirements on aircraft design

Aerodynamics, air data measurements

2

Aerodynamics  Incompressible Bernoulli equation  Speed of sound and Mach number  Compressible Bernoulli equation  Flow relations near the speed of sound  Airfoil properties  Viscosity effects  Lift and drag  High-lift devices

Aerodynamics, air data measurements

3

Incompressible Bernoulli equation 

Describes variation of pressure and velocity in a streamtube

• • • • • •

F = ma Net force : pA - (p + dp)A = -dp A Mass of the element is ρ A ds F = ma can be transformed into -dp A = ρ A ds dV/dt Can be rewritten as -dp A = ρ A ds/dt dV or dp = - ρ V dV Assuming ρ is constant, integration of the equation gives p + ρ V2/2 = constant

•

(valid for incompressible flow only)

Aerodynamics, air data measurements

4

Incompressible Bernoulli equation (Cont’d)  P is the static pressure  ρ V2/2 is the dynamic pressure (q)  Sum of static and dynamic pressures is the total pressure 2 • ps + ρ V /2 = pt

• ps + q = pt • p 1 + q1 = p2 + q 2

 Direct application of the Bernoulli equation is the pitot-static tube

Aerodynamics, air data measurements

5

Incompressible Bernoulli equation (Cont’d)  Tube is aligned with the flow  Freestream static pressure and velocity are p0 and V0  At point 1, V1 = 0 (stagnation point)  At point 2, V2 = V0  Applying Bernoulli equation between points 0 and 1 •

p1 = po + ρ Vo2/2

 Applying Bernoulli equation between points 0 and 2 •

p 2 = po

∆ p = p1 - p2 = ρ Vo2/2

Aerodynamics, air data measurements

6

Speed of sound and Mach number  a = speed of sound 0.5 0.5  a = (γ p/ρ ) = (γ RT)

(T= absolute temperature)

∀ γ = ratio of specific heats (constant pressure and constant volume) ∀ γ = Cp/Cv = 1.4 for air ∀ γ and R remain constant in the atmosphere

0.5  a = constant x T

• •

a = a oθ

0.5

ao is the speed of sound under SL ISA conditions (T= 15oC) ao = 661.48 knots = 1116.45 ft/sec = 340.28 m/s = 1225.0 km/h

th • note : 1 knot = 1 nautical mile (nm) / h, 1 nm corresponds to an arc of one minute (1/60 of a degree) over the earth surface

 Mach number (M) is the ratio of local air velocity to local speed of sound M=V/a

Aerodynamics, air data measurements

7

Compressible Bernoulli equation  Air moving at speeds below 200 knots may be treated as an incompressible fluid  At higher speeds, it is necessary to consider the variation of density as the airflow is compressed an another form of the Bernoulli equation must be used • dp = - ρ V dV (presented earlier) • p/ρ γ = constant = C (derived from Boyle’s Law for adiabatic flow) • The two equations above can be combined to give

C 1/ γ p-1/ γ dp = - V dV • Integration of the equation gives

C 1/ γ p-1/ γ -1 /(-1/γ -1) + V2/2 = constant • Can be rewritten as

(γ /(γ -1))p(C/p)1/ γ + V2/2 = constant

Aerodynamics, air data measurements

8

Compressible Bernoulli equation (Cont’d) • Substituting (C/p)1/ γ = 1/ρ , the Bernoulli equation for compressible fluids becomes (γ /(γ -1))p/ρ + V2/2 = constant • The flow equation may be written for any two points in the fluid (γ /(γ -1))p1/ρ 1 + V12/2 = (γ /(γ -1))p2/ρ 2 + V22/2 • Since γ = 1.4 for air, equations can be rewritten as 3.5 p/ρ + V2/2 = constant 3.5 p1/ρ 1 + V12/2 = 3.5 p2/ρ

2

+ V22/2

Aerodynamics, air data measurements

9

Flow relations near the speed of sound  Behaviour of fluid flow near the speed of sound is of primary importance  Classification of high speed flight • • • • • •

Subsonic Sonic Supersonic Transonic Hypersonic Hypervelocity

M<1 M=1 M>1 0.80 < M < 1.3 (Approximately) 5 < M < 10 M > 10

 Relationships between total and static temperature, density and pressure can be derived from Bernoulli compressible equation for compressible isentropic flow

Aerodynamics, air data measurements

10

Flow relations near the speed of sound (Cont’d) (γ /(γ -1))p1/ρ

1

+ V12/2 = (γ /(γ -1))p2/ρ

+ V22/2

2



Point 1 = reservoir (subscript T for total) : VT = 0



Point 2 = some point in the channel (no subscript) (γ /(γ -1))pT/ρ T = (γ /(γ -1))p/ρ + V2/2



Knowing that a2 = γ p/ρ and aT2 = γ pT/ρ

:

T

aT2 / (γ -1) = a2 /(γ -1) + V2/2 

Dividing each side of the equation by a2 (1/(γ -1)) aT2 / a2 = 1/(γ -1) + ½ V2/ a 2



Knowing that aT2 / a2 = TT / T , V/a = M and rearranging : TT / T = 1 + ((γ -1)/2) M 2 = 1 + 0.2 M 2



From pT/p = (ρ ρ

T

T

/ ρ ) (TT / T ) and pT/p = (ρ

T

/ ρ = (1 + ((γ -1)/2) M 2) 1/( γ

pT/p = (1 + ((γ -1)/2) M 2) γ

/( γ -1)

/ρ )γ :

-1)

= (1 + 0.2 M 2) 2.5

= (1 + 0.2 M 2) 3.5

Aerodynamics, air data measurements

11

Airfoil properties  Physical properties of the wing • Wingspan (b) is the tip to tip dimension of the wing • Chord (c) is the distance from the wing leading edge to the trailing edge • Wing area (S) is the projection of the outline of the plane of the chord • Aspect ratio (AR) of a wing is defined as AR = b/c for a wing with constant chord (rectangular wing) AR = b2/S • Taper ratio (λ ) is the ratio of the tip chord (ct) to the root chord (cr)

λ

= ct / cr

Aerodynamics, air data measurements

12

Airfoil properties (Cont’d)  Physical properties of the wing (Cont’d) • Mean aerodynamic chord (MAC) is the chord of a section of an imaginary airfoil on the wing which would have force vectors throughout the flight range identical to those of the actual wing - Can be determined graphically or by integration

MAC =

Aerodynamics, air data measurements

2 c ∫ db

S

13

Airfoil properties (Cont’d)  Physical properties of the wing (Cont’d) • MAC is used as a reference for locating the relative positions of the wing center of lift and the airplane center of gravity (CG) • Center of lift is normally located at the quarter chord (c/4) of the MAC • Sweepback (Λ ) is the angle between a line perpendicular to the plane of symmetry of the airplane and the quarter chord of each airfoil section

Aerodynamics, air data measurements

14

Airfoil properties (Cont’d) 

Aerodynamic properties of the wing • Pressure distribution around an airfoil in an airflow is a function of the airfoil shape (camber) and the angle of attack (α ) • The angle of attack is the relative angle between the freestream velocity (Vo) and the chord (or the fuselage) • The integration of the pressure distribution around the airfoil can be resolved in two component forces acting at the center of pressure

Lift (L) is perpendicular to the freestream velocity Drag (D) is parallel to the freestream velocity

L D

α

V

Aerodynamics, air data measurements

15

Airfoil properties (Cont’d) 

L = CLqS CL is the lift coefficient, CL = L / (qS)

, dimensionless

S is the wing area (ft2) q is the dynamic pressure (lb/ft2) q = 0.5ρ V2

(q in lb/ft2 , ρ in slugs/ft3 and V in ft/sec )

q = 1481.3 δ M2

(q in lb/ft2)

or



Under level flight conditions, L = W and CL can then expressed as CL = W / (qS)

Aerodynamics, air data measurements

16

Airfoil properties (Cont’d) 

Lift is normally defined in terms of the load factor normal to the flight path Nz L = NzW or Nz = L / W



Under level flight conditions, Nz = 1.0 (I.e. 1 g)



A more general equation defining CL can be introduced CL = NzW / (qS)



D = CDqS CD is the drag coefficient, dimensionless CD = D / (qS)

Aerodynamics, air data measurements

17

Viscosity effects  Viscosity is the result of shear forces acting on the fluid, or the tendency of one layer of fluid to drag along the layer next to it  The boundary layer is a finite thickness of fluid next to a surface which is retarded relative to the free stream velocity  Flow in the boundary layer can be laminar or turbulent depending upon • the smoothness of flow approaching the body, the shape of the body, the surface roughness, the pressure gradient in the direction of flow and the Reynolds number (RN) of the flow (dimensionless)

 RN = ρ Vl/µ • • •

l is length from leading edge (ft) µ is the dynamic viscosity (lb-sec/ft2) µ = 0.3125 x 10-7 T1.5 / (T + 120) where T is in oK

 Friction drag of laminar flow is smaller than friction drag of turbulent flow

Aerodynamics, air data measurements

18

Viscosity effects (cont’d)

RN at the transition is approximately 530,000

Aerodynamics, air data measurements

19

Lift and drag  Airplane lift and drag vary as a function of α

•Linear portion of lift curve is where the aircraft normally operates • For performance analysis, it is more practical to look at the variation of CD in terms of CL

Aerodynamics, air data measurements

20

Lift and drag (Cont’d) 

In the range of CL corresponding to normal low speed operation, CD can be closely approximated by :



CD = A + B CL 2 = CDP + CDI



CDP = parasite drag



CDi = induced drag = CL 2 / (∏ AR e)



CDi = K CL 2, K is the induced drag factor



e is the Oswald efficiency factor

• CL / CD = L / D = Lift to drag ratio • L / D max = max. L/D or min. drag

Aerodynamics, air data measurements

21

Lift and drag (Cont’d) ΔCDcomp (CD – CDREF )

CD = CDP + KCL2 + ΔCDcomp

CL Fixed CL

CDREF CD

M

Aerodynamics, air data measurements

22

Lift and drag (Cont’d)

Aerodynamics, air data measurements

23

Lift and drag (Cont’d) 

Other factors affecting airplane drag During operation with one engine inoperative, additional drag results from Windmilling engine – ∆ CDWM - Data provided by engine manufacturers – typically a function of M and δ • -

Airplane control deflections and sideslip required to control an asymmetric thrust condition - ∆ CDCNTL - function of yawing moment due to thrust -

•

Drag increment due to deflection of spoilers – ∆ CDSP In flight or on the ground (ground lift dumpers) Function of CL and M -

Drag increment due to landing gear - ∆ CDLG Function of CL • -

Deployment of leading edge and trailing edge high-lift devices Discussed in the next section • -

Aerodynamics, air data measurements

24

High-lift Devices 

Two types of devices are commonly used to increase CLMAX , the maximum lift coefficient, and to reduce the stall speed VS Trailing edge flaps • Leading edge slats •

 Trailing edge flaps provide an increase in camber •

Increase in CL at a given angle of attack – increase is essentially proportional to flap deflection

Drag increase • Reduction of the angle of attack at the stall •

 Leading edge slats provide smoother air on the upper surface of the wing • • •



Slats take high pressure air from under the wing leading edge through a slot to the upper surface Results in greater CLMAX and greater angle of attack at the stall Drag increase

Trailing edge flaps and leading edge slats may be used in combination in order to maximize CLMAX

Aerodynamics, air data measurements

25

High-lift Devices (Cont’d)

Effect of slat on air flow Effect of flaps and slats

Aerodynamics, air data measurements

26

High-lift Devices (Cont’d) ΔCDP

Lift and drag increments from various types of trailing edge flaps relative to clean wing

Aerodynamics, air data measurements ΔCL

27

Air data measurements  Introduction  Airspeed  Mach number  Altitude  Temperature  Relationship between flight parameters  Angle of attack  Typical Pitot-static system  Position errors

Aerodynamics, air data measurements

28

Introduction  Air data measurements relate atmospheric parameters to the motion of the aircraft • Airspeed, Mach number, altitude, temperature and angle of attack are important parameters for performance analysis

 The objective of this section is to describe : • The physical principles normally used for these parameters • The methods of measurement • The calibration procedures • The applicable regulations

Aerodynamics, air data measurements

29

Airspeed – True airspeed 



The airspeed V that has been introduced previously is called the true airspeed Sometimes also defined as TAS •

The true airspeed is the speed of the aircraft relative to the undisturbed air mass. V is the sum of The aircraft ground speed Vg (i.e. speed relative to the earth) • The wind speed vector •



Example : An airplane flies in level flight at a ground speed Vg of 500 knots in a tailwind of 50 knots -> V = 450 knots



V has only limited applications operationally.



Other airspeeds must be defined : Calibrated airspeed

Equivalent airspeed Indicated airspeed

Aerodynamics, air data measurements

30

Airspeed – Calibrated airspeed

Static ports

Total pressure port

Typical Pitot-static probe

Aerodynamics, air data measurements

31

Airspeed – Calibrated airspeed (Cont’d) 

The compressible Bernoulli equation is the basis for calibrating the airspeed indicator

pT - p = q c = p [ (1 + ((γ -1)/2) (V/a) 2) γ 

/( γ -1)

- 1]

The indicator is only driven by the pressure difference (pT – p) or impact pressure (q c) obtained from a pitot-static installation • Static pressure (p) and speed of sound (a), which is a function of temperature, are not known • True air speed V can not be related directly to impact pressure



Solution is to define the calibrated airspeed Vc that is based on standard sea level values for p and a :

q c = po [ (1 + ((γ -1)/2) (Vc/ao) 2) γ q c = po [ (1 + 0.2 (Vc/ao) ) 2

Vc = ao { 5 [ (q c/po + 1)

0.2857

3.5

/( γ -1)

- 1]

- 1] – 1]} 0.5

Aerodynamics, air data measurements

32

Airspeed – Calibrated airspeed (Cont’d)  Vc is equal to V under SL/ISA conditions  Flight at constant calibrated airspeed is equivalent to flight at constant q c  q c is close to q during take-off and landing operations at low altitudes (difference is < 2 % typically)  For a given weight, flight at constant Vc at low altitudes ensures that CL and angle-of-attack are nearly constant even if altitude or air density changes • A simple means to maintain a satisfactory margin to the stall • It would not be the case during flight at constant true airspeed

Aerodynamics, air data measurements

33

Airspeed – Calibrated airspeed (Cont’d)

(qc-q)/qc (%)

(qc-q)/qc

versus Vc

16 14 12 10 8 6 4 2 0

40,000 ft 30,000 ft 20,000 ft 10,000 ft SL 0

50

100

150

200

250

300

350

Vc

Aerodynamics, air data measurements

34

Airspeed – Equivalent airspeed 

The equivalent airspeed, Ve, is equal to Vc corrected for adiabatic compressible flow for the particular altitude



Ve, is based on SL ISA density ρ



Ve = { [2γ /(γ -1)] (p/ρ o) [(qc/p + 1) ( γ •

o

-1)/ γ

–1]}0.5

Ve from above equation is in ft/sec with pressures in lb/ft2 and ρ

o

in slugs/ft3



Equivalent airspeed is a function of qc and p



Flight at constant Ve is equivalent to flight at constant q



Ve can be defined as the answer to : How fast do I have to travel in SL ISA air to have the same q that I currently have?

0.5 ρ

o

Ve 2 = 0.5 ρ V2

Ve = V σ

0.5

True airspeed V is a function of Ve (I.e. qc and p) and σ

Aerodynamics, air data measurements

35

Airspeed – Equivalent airspeed (Cont’d) 



Ve is not used operationally to fly the aircraft but it is sometimes used for low speed performance calculations as it results in simpler calculations •

q = Ve 2 / 295.37

(Ve in knots, q in lb/ft2)

•

CL = 295.37 L / (Ve 2 S)

(Ve in knots)

Ve = Vc - ∆ Vc ∀ ∆ Vc is the compressibility correction ∀ ∆ Vc is always positive because qc is greater than q when compressibility effects are present ∀ ∆ Vc is equal to 0 at SL (i.e. Ve = Vc at SL) ∀ ∆ Vc is less than 1 knot for take-off and landing operations (i.e. altitude less than 10,000 ft and Vc less than 200 knots ∀ ∆ Vc ranges between 10-20 knots for typical cruise conditions



Relationship between ∆ Vc , Vc and pressure altitude is presented graphically on the next page

Aerodynamics, air data measurements

36

Airspeed – Equivalent airspeed (Cont’d) Delta Vc versus Vc 20 40,000 ft

Delta Vc

15

30,000 ft 20,000 ft

10

10,000 ft

5

SL

0 0

50

100

150

200

250

300

350

Vc

Aerodynamics, air data measurements

37

Airspeed – Indicated airspeed 

The actual airspeed displayed to the pilot is the indicated airspeed, VI, or IAS



VI, is essentially equal to Vc but contains inherent system errors : • Instrument error ∆ Vi (error in instrument calibration) • Position error ∆ Vp (error due to the fact that p and pT are not equal to free stream values, will be detailed later) VI = Vc - ∆ Vp - ∆ Vi Vc = VI + ∆ V p + ∆ Vi

Note : ∆ Vi is assumed to be zero in our analyses

Aerodynamics, air data measurements

38

Mach number  The compressible Bernoulli equation is also the basis for calibrating the Mach number displayed to the pilot (Mach meter) pT - p = q c = p [ (1 + ((γ -1)/2) (V/a) 2) γ /( γ -1) - 1] pT - p = q c = p [ (1 + ((γ -1)/2) M 2) γ M = { (2/(γ -1)) [ ( 1 + q c/p )(γ

-1)/ γ

/( γ -1)

- 1]

- 1 ] } 0.5

 M = f (q c , p)  Many aerodynamic effects are function of M  M is independent of static temperature at a given pressure altitude and calibrated airspeed

Aerodynamics, air data measurements

39

Altitude  As discussed previously, the altimeter measures static pressure and converts it into an altitude based on equations for the standard atmosphere  The altimeter is connected to the static pressure source and picks up any existing position error ∆ hp (error in instrument calibration, pressure leak, …) • Position error ∆ hp will be detailed later

 hp = hpI + ∆ hp

Aerodynamics, air data measurements

40

Temperature  The free air temperature indicator is very important since the indicated temperature has two specific uses associated with performance • Determination of true air speed V • Determination of engine pressure ratio (EPR) or engine fan speed (N1) for the required thrust settings

 Free air temperature gages are usually operated by an electrical resistance thermometer probe located on the forward portion of the fuselage

Aerodynamics, air data measurements

41

Temperature (Cont’d)  Because of the adiabatic temperature rise due to compressibility, the thermometer probe picks up a temperature reading higher than the static temperature Tt / T = 1 + ((γ -1)/2) M2 = 1 + 0.2 M2

 The equation relating total and static temperatures must be modified to include a temperature probe recovery factor, K, to account for the fact that the probe may not be able to recover the full temperature rise Tt =T ( 1 + 0.2 K M2)

Aerodynamics, air data measurements

42

Temperature (Cont’d)  The probe recovery factor must be determined by flight testing and its value is normally very close to 1.0 • Aircraft must be flown at constant altitude in a stable air mass with constant temperature • Aircraft is stabilized at various Mach numbers over the operational speed range • For each stabilized test point, indicated total temperature (TTI ) and Mach number (M) are recorded 2 • K can be determined by plotting 1/Tt as a function of M / Tt • Slope of fitted test points is equal to –0.2 K or – K/5 • Example is presented on the next page

Aerodynamics, air data measurements

43

Temperature (Cont’d)

Determination of temperature probe recovery factor K

Aerodynamics, air data measurements

44

Relationship between flight parameters To summarize, all of the data parameters that can be derived Pitot-static and temperature probes are defined in terms of qc, p and T hp = Vc = ao { 5 [(qc/po + 1) 0.2857

= f (p) – 1]} 0.5

Ve = { 7 (p/ρ o) [(qc/p + 1) 0.2857 V = a { 5 [ (q c/p + 1) 0.2857

–1]}0.5

– 1]} 0.5

M = { 5 [ (qc/p + 1)0.2857 - 1] } 0.5

= f (qc) = f (qc,p) = f (qc,p,a or T) = f (qc,p)

Be careful with units! Aerodynamics, air data measurements

45

Angle of attack 

Aircraft angle of attack (AOA) is normally measured with vane-type AOA transmitters that can be located on the fuselage, on the wing or on a boom

 

AOA vanes provide AOA information to stall warning / protection systems, flight controls and flight displays AOA vanes are calibrated on prototype aircraft in order to determine the relation between local AOA at the vane location and aircraft AOA, normally defined relative to the fuselage longitudinal axis

Aerodynamics, air data measurements

46

Typical Pitot-Static System

Aerodynamics, air data measurements

47

Position errors  Total and static pressures sensed by the Pitot-static system may not be equal to free stream values for various reasons  Position errors are inaccuracies in static and/or total pressures that result in inaccurate airspeed and altitude indications unless corrections are applied

Aerodynamics, air data measurements

48

Position errors (Cont’d) Position errors for total and static pressures are defined in terms of pressure coefficients 



Static pressure coefficient Cp

Cp = (plocal – p)/qic Where plocal = local static pressure p

= free stream static pressure qic = indicated impact pressure (ptlocal - plocal ) ptlocal = local total pressure



Total pressure coefficient Cpt Cpt = (ptlocal – pt)/qic Where pt

= free stream total pressure

Aerodynamics, air data measurements

49

Position errors (Cont’d) 

Total pressure can be measured accurately as long as the lips of the Pitot-static probe are very sharp and the local AOA at the probe is less than approximately 25 degrees



Measurement of free stream static is much more difficult



Static pressure varies significantly along the fuselage



Only a few locations where Cp is equal to zero and these locations change with Mach number and AOA



It is not possible to find one location on the aircraft where plocal = p under all flight conditions

Aerodynamics, air data measurements

50

Position errors (Cont’d)

Aerodynamics, air data measurements

51

Position errors (Cont’d) 

Aircraft manufacturers normally install Pitot-static probes where pressure variation is minimum for most normal flight conditions (e.g. Point 2 on figure presented on last page) •





Fuselage mounted flush static ports can also be used in combination with a Pitot probe but flush static ports are more sensitive to skin waviness effects

Other considerations must also be taken into account in order to select Pitot-static probe location Interference with stall vanes, temperature probe, ice detectors, doors, … • Skin waviness effects : airframe to airframe variations may be more important in some areas •

Calibrations are done on prototype aircraft to determine the position error (static pressure coefficient Cp) for all flight conditions

Aerodynamics, air data measurements

52

Position errors (Cont’d)

• Trailing cone is used to measure reference free stream static pressure • Noseboom is used to measure reference total pressure • Reference pressures are compared with ship pressure to determine Cp • Calibrated pacer aircraft can also be used to determine position error Aerodynamics, air data measurements

53

Position errors (Cont’d)  Total pressure errors are normally negligible • Errors are normally only a concern at high AOA (stall) if probes are properly located on the airplane

 Static pressure errors are affected by different parameters depending on the speed regime • Low speed regime (M < 0.3): Cp is typically only a function of AOA or CLI , where CLI = (295.37*NZ*W) / (VKIAS^2*S) • High speed regime (M > 0.3): Cp is typically a function of M but AOA effects may also be present

 Cp can be converted in airspeed, altitude and Mach number errors (∆ Vp , ∆ hp and ∆ Mp)

Aerodynamics, air data measurements

54

Position errors (Cont’d) 

Typical problem : Determine Vc and hp knowing Cp, indicated airspeed VI and indicated pressure altitude hpI •

qic is determined from VI :

q ic = po [ (1 + 0.2 (VI/ao) 2) 3.5 - 1] •

plocal is determined from hpI :

For hpI < 36,089, plocal = po(1 - 6.87535 x 10-6 hpI )5.2559

•

Since Cp qic = plocal – p, p = plocal – Cp qic

∀ δ = p/po

hp = (1 - δ

•

1/5.2559

)/6.87535 x 10-6

qc = qic + Cp qic

Vc = ao { 5 [ (q c/po + 1) 0.2857

– 1]} 0.5

Aerodynamics, air data measurements

55

Position errors (Cont’d)  Example : Errors associated with Cp = -0.01 for hpI = 5000 ft VI

hp

∆ hp

Vc ∆ Vp

100 kts

4993 ft

- 7 ft

99.5 kts

-0.5 kts

200 kts

4977 ft

- 23 ft

199.0 kts

-1.0 kts

300 kts

4952 ft

- 48 ft

298.6 kts

-1.4 kts

Aerodynamics, air data measurements

56

Position errors (Cont’d) 

Static pressure error can either be compensated aerodynamically or electronically in order to minimize errors in indicated airspeed and altitude values

• Design of the pitot-static probe can be modified to compensate (in part) the position error (aerodynamic compensation) • A Static Source Error Correction (SSEC) can be programmed in the Air Data Computer (ADC) to compensate the position error (electronic compensation) • Electronic compensation is used to compensate position error on most modern aircraft • SSEC is typically a function of Mach number, AOA and flap position

Aerodynamics, air data measurements

57

Position errors (Cont’d)  

Residual altitude and airspeed errors, once compensation is applied, must be presented in the AFM FAR/JAR 25 defines limits for airspeed (FAR 25.1323) and altitude (FAR 25.1325) errors Altitude error at SL must not exceed 30 ft per 100 kts Altitude error at SL must not exceed 30 ft at speeds < 100 kts

Aerodynamics, air data measurements

58

Position errors (Cont’d) Airspeed error must not exceed 3 knots per 100 knots Airspeed error must not exceed 5 knots at speeds < 166 knots

Aerodynamics, air data measurements

59