{ "cells": [ { "cell_type": "markdown", "metadata": {}, "source": [ "# Defining Aircraft 'Speed'\n" ] }, { "cell_type": "markdown", "metadata": {}, "source": [ "Measuring translations and velocities for a ground-based vehicle (your car) is relatively simple as the vehicle is moving with respect to an inertially-fixed reference frame (the Earth), that it is *always* connected to. To determine how long it will take to get somewhere, distance/time/velocity calculations are simple, and the engine performance is chiefly a function of the vehicle speed.\n", "\n", "By comparison, an aircraft is moving with respect to the inertially-fixed reference frame, but it is not connected to it - thus is it difficult to make measurements between the two. Furthermore, aerodynamic performance (how much lift and drag is being produced) is a function of the aircraft's orientation and translation with respect to the incident wind, and not to the Earth. Similarly, the powerplant performance will be a function of the incident wind and not the groundspeed.\n", "\n", "This gives us our first set of 'speeds', and the relationship between them:\n", "\n", "$$\\begin{aligned}\n", " V_{gnd} &= V + V_{wind}\\label{eq:Vgnd1}\n", "\\end{aligned}$$\n", "\n", "where\n", "\n", "$$\\begin{aligned}\n", "&V_{gnd} : \\text{Ground Speed}\\nonumber\\\\\n", " &V : \\text{True Airspeed (TAS)}\\nonumber\\\\\n", " &V_{wind} : \\text{Wind Speed}\\nonumber\\end{aligned}$$\n", "\n", "where we can simply add the two together via vector addition. In the two figures below, the two situations will require the exact same amount of thrust, and the same configuration of control surfaces - but the there is a groundspeed difference of 100kn.\n", "\n", "```{figure} ../Images/HeadWind.png\n", "---\n", "height: 300px\n", "name: HeadWind\n", "---\n", "Aircraft With Headwind\n", "```\n", "\n", "```{figure} ../Images/TailWind.png\n", "---\n", "height: 300px\n", "name: TailWind\n", "---\n", "Aircraft With Tailwind\n", "```\n", "\n", "\n", "This is why LHR-ORD takes typically 8h50m, but ORD-LHR takes 7h30m, yet in each case, the aircraft is flying at typical cruise velocity, requiring the same amount of total thrust.\n", "\n" ] }, { "cell_type": "markdown", "metadata": {}, "source": [ "\n", "\n", "\n", "\n", "## Airspeed Measurement\n", "\n", "Clearly aerospace engineers require a means of determining the true airspeed, in order to determine aircraft powerplant/aerodynamic performance, and in order to calculate groundspeed and thus facilitate speed/time calculations.\n", "\n", "Equation {eq}`TASequation` may be developed from the isentropic flow equations, and allows us to determine **true airspeed** as a function of density and pressure:\n", "\n", "```{math}\n", ":label: TASequation\n", "V =\\sqrt{7\\cdot\\frac{p}{\\rho}\\cdot\\left\\{\\left(\\frac{\\Delta p}{p}+1\\right)^\\frac{\\gamma-1}{\\gamma}-1\\right\\}}\n", "```\n", "\n", "where \n", "\n", "$$\\rho = \\text{ Local air density}\n", "\n", "p = \\text{ Local static pressure}\n", "\n", "\\gamma = \\text{ Specific heat ratio = 1.4 for diatomic gases}\n", "\n", "\\Delta p = \\text{ Dynamic pressure/pressure difference} : p_o-p\n", "\n", "p_o = \\text{ Stagnation/total pressure} p_o = \\tfrac{1}{2}\\rho V^2 + p$$\n", "\n", "Equation {eq}`TASequation` is often simply given in textbooks with no derivation or explanation. You are encouraged to *understand* the derivation, but I won't test you on it.\n", "\n", "```{admonition} Click to show the derivation...\n", ":class: dropdown\n", "This is presented {cite}`Yechout:2014vg`, and other textbooks with no derivation given. It is easily derived from the isentropic flow equations.\n", "\n", "The following should be standard from your compressible flow classes, but I want to ensure you understand the legacy of the equations you're using - so you understand limitations and their development. This is adapted from my own undergraduate notes.\n", "\n", "We have the isentropic relationship showing that the ratio of total to static temperature is a function of the Mach number and the ratio of specific heats:\n", "\n", "$$\\frac{T_{0}}{T}=1+\\frac{\\gamma-1}{2} M^{2}$$ - (x)\n", "\n", "and we have the isentropic relations\n", "\n", "$$\\frac{p_{2}}{p_{1}}=\\left(\\frac{\\rho_{2}}{\\rho_{1}}\\right)^{\\gamma}=\\left(\\frac{T_{2}}{T_{1}}\\right)^{\\frac{\\gamma}{\\gamma-1}}$$\n", "\n", "since from total to stagnation we have an isentropic compression of the flow, we can state\n", "\n", "$$\n", "\\frac{p_{0}}{p}=\\left(\\frac{\\rho_{0}}{\\rho}\\right)^{\\gamma}=\\left(\\frac{T_{0}}{T}\\right)^{\\frac{\\gamma}{\\gamma-1}}$$\n", "\n", "the equations above can be combined to give\n", "\n", "$$\\frac{p_{0}}{p}=\\left(1+\\frac{\\gamma-1}{2} M^{2}\\right)^{\\frac{\\gamma}{\\gamma-1}}\\label{eq:ISEN1}$$\n", "\n", "the fraction may be expressed as:\n", "\n", "$$\\frac{p_{0}}{p} = \\frac{p+\\Delta p}{p}=\\frac{\\frac{p}{p}+\\frac{\\Delta p}{p}}{\\frac{p}{p}}=\\frac{\\Delta p}{p} + 1$$\n", "\n", "where $\\Delta p$ is the \\textsl{impact pressure}, and is the difference between total and static in a pitot-static - for incompressible flow, this would be the same as the dynamic pressure, but for compressible flow it is not - hence\n", "\n", "$$\\frac{\\Delta p}{p} + 1=\\left(1+\\frac{\\gamma-1}{2} M^{2}\\right)^{\\frac{\\gamma}{\\gamma-1}}$$\n", "\n", "$$\\frac{2}{\\gamma-1}\\left[\\left(\\frac{\\Delta p}{p}+1\\right)^{\\frac{\\gamma-1}{\\gamma}}-1\\right]=M^2=\\left(\\frac{V}{\\sqrt{\\gamma\\,R\\,T}}\\right)^2=\\frac{V^2}{{\\gamma\\,R\\,T}}$$\n", " \n", "$$V^2=\\frac{\\gamma\\,R\\,T\\cdot 2}{\\gamma-1} \\left[\\left(\\frac{\\Delta p}{p}+1\\right)^{\\frac{\\gamma-1}{\\gamma}}-1\\right]$$\n", " \n", "from the equation of state, we can express $R\\,T$ as $\\frac{p}{\\rho}$\n", "\n", "$$ V^2=\\frac{\\gamma}{\\gamma-1}\\cdot\\left(\\frac{p}{\\rho}\\right)^2\\cdot 2 \\left[\\left(\\frac{\\Delta p}{p}+1\\right)^{\\frac{\\gamma-1}{\\gamma}}-1\\right]$$\n", "\n", "the *heat capacity ratio*, $\\gamma$, is **exactly** 1.4 for diatomic gases - see footnote - so we can write\n", "\n", "$$V = \\sqrt{7\\cdot\\frac{p}{\\rho}\\left[\\left(\\frac{\\Delta p}{p}+1\\right)^{\\frac{\\gamma-1}{\\gamma}}-1\\right]}$$\n", "\n", "QED\n", " \n", " \n", "Footnote - Wikipedia isn't a valid source in most places, but I don't want to repeat a bit of derivation for an bit of a tangent - https://en.wikipedia.org/wiki/Heat_capacity_ratio\\#Relation_with_degrees_of_freedom\n", "```\n", "\n" ] }, { "cell_type": "markdown", "metadata": {}, "source": [ "Equation {eq}`TASequation` allows us to determine the velocity with respect to a volume of air, via measurement of three quantities - density $\\rho$, static pressure $p$, and impact pressure $\\Delta p$. 'Impact pressure' is a term that is probably new to you, and refers to the difference between total and static pressure - and, for an incompressible fluid, is the same as dynamic pressure, but not for a compressible fluid.\n", "\n", "We have the relationship $V(p, \\rho, \\Delta p)$, but the first two quantities are relatively difficult to measure, as they are *absolute* quantities. Hence, transducers for measurement of absolute pressure and density would require regular calibration, and would add complexity to a measurement system. The reasons for this are complex, and will be elaborated upon in an instrumentation/measurement course - suffice to say that, in general, all transducers are relative transducers, and thus measurement of any absolute quantity require a datum against which they can be compared, calibrated for changes in non-measured quantities, such as temperature.\n", "\n", "By contrast, $\\Delta p$ is a *relative* quantity. Whilst a transducer for measurement will still require calibration, measurement of $\\Delta p$ is relatively easy - for this purpose, we use a pitot-static device. Originally these were analogue devices, measuring the pressure difference between two sides of a pressure chamber via a mechanical diaphragm, calibrated to provide an accurate reading of $\\Delta p$:\n", "\n", "\n", "```{figure} ../Images/PitotStatic.png\n", "---\n", "height: 300px\n", "name: PitotStatic\n", "---\n", "Aircraft Pitot-Static Measurement Device\n", "```\n", "\n", "\n", "### Calibrated Airspeed \n", "\n", "To avoid having to measure $p$ and $\\rho$, rather than using the pitot-static to measure $\\Delta p$, aircraft Engineers calibrated their devices to provide the correct value of true airspeed at sea-level ISA density and pressure. This provides us with **calibrated airspeed**, $V_c$/CAS, which is only the same as true airspeed at sea-level ISA conditions. $V_c$ can be calculated via Equation {eq}`CASequation`:\n", "\n", "```{math}\n", ":label: CASequation\n", " V_c=\\sqrt{7\\cdot\\frac{p_{SL}}{\\rho_{SL}}\\cdot\\left\\{\\left(\\frac{\\Delta p}{p_{SL}}+1\\right)^\\frac{\\gamma-1}{\\gamma}-1\\right\\}}\n", "```\n", "\n", "### Indicated Airspeed\n", "\n", "In reality, such a pitot-static device will measure the **calibrated airspeed** at a point on the aircraft surface, where the flow has already been disturbed by the aircraft. The device is NOT measuring the freestream velicity - thus there is a *position error*, based on where the pitot-static is on the aircraft. During flight testing, these inaccuracies can be quantified, and a difference between what is *indicated* by the device, **indicated airspeed**/IAS, and calibrated airspeed is determined - $\\Delta V_p$, the position error.\n", "\n", "```{math}\n", ":label: IASequation\n", "V_c = V_I + \\Delta V_p\n", "```\n", "\n", "At this stage - we have three airspeeds; Indicated (what is shown on the measurement device, for ISA SL conditions), Calibrated (what _should_ be shown on the measurement device, for ISA SL conditions), and True Airspeed. We don't have a means to convert Calibrated to True yet, so we adopt a two-step approach.\n", "\n", "### Equivalent Airspeed\n", "\n", "The first correction is for the actual pressure at a given altitude. This gives Equivalent Airspeed, EAS.\n", "\n", "```{math}\n", ":label: EASequation\n", " V_e=\\sqrt{7\\cdot\\frac{p}{\\rho_{SL}}\\cdot\\left\\{\\left(\\frac{\\Delta p}{p}+1\\right)^\\frac{\\gamma-1}{\\gamma}-1\\right\\}}\n", "```\n", "\n", "where we can see that the sea-level pressure has been replaced with the actual pressure. In practice, this correction is applied as a multiplier between CAS and EAS:\n", "\n", "$$V_e = f\\cdot V_c$$\n", "\n", "where\n", "\n", "$$ f = \\frac{V_e}{V_c} $$\n", "$$ = \\frac{\\sqrt{7\\cdot\\frac{p}{\\rho_{SL}}\\cdot\\left\\{\\left(\\frac{\\Delta p}{p}+1\\right)^\\frac{\\gamma-1}{\\gamma}-1\\right\\}}}{\\sqrt{7\\cdot\\frac{p_{SL}}{\\rho_{SL}}\\cdot\\left\\{\\left(\\frac{\\Delta p}{p_{SL}}+1\\right)^\\frac{\\gamma-1}{\\gamma}-1\\right\\}}}$$\n", "$$= f(\\Delta p, p)$$\n", " \n", "Since $f$ is only dependent on the $\\Delta p$ the aircraft speed, and the $p$ the aircraft altitude, it can be calculated and tabulated - see the table below for the pressure correction factor:\n", "\n", "\n", "| h, ft |