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A rocket's required mass ratio as a function of effective exhaust velocity ratio. The classical rocket equation, or ideal rocket equation is a mathematical equation that describes the motion of vehicles that follow the basic principle of a rocket: a device that can apply acceleration to itself using thrust by expelling part of its mass with high velocity and can thereby move due to the ...
Max take-off weight, full power Boeing 747-8: 0.269 Max take-off weight, full power Boeing 777-200ER: 0.285 Max take-off weight, full power Boeing 737 MAX 8: 0.311 Max take-off weight, full power Airbus A320neo: 0.310 Max take-off weight, full power Boeing 757-200: 0.341 Max take-off weight, full power (w/Rolls-Royce RB211) Tupolev 154B: 0.360
The term , where is the speed, and is the fuel consumption rate, is called the specific range (= range per unit mass of fuel; S.I. units: m/kg). The specific range can now be determined as though the airplane is in quasi-steady-state flight.
As noted earlier, , =,. The total drag coefficient can be estimated as: = [()], where is the propulsive efficiency, P is engine power in horsepower, sea-level air density in slugs/cubic foot, is the atmospheric density ratio for an altitude other than sea level, S is the aircraft's wing area in square feet, and V is the aircraft's speed in miles per hour.
The top of descent may be calculated manually as long as distance, air speed, and current altitude are known. This can be done by finding the difference between current altitude and desired altitude, dividing the result by the desired rate of descent , and then multiplying that figure by the quotient of the ground speed (not airspeed) and 60.
Energy–maneuverability theory is a model of aircraft performance. It was developed by Col. John Boyd, a fighter pilot, and Thomas P. Christie, a mathematician with the United States Air Force, [1] and is useful in describing an aircraft's performance as the total of kinetic and potential energies or aircraft specific energy.
The H/V curve also contains a take-off profile, indicating how a pilot can start from 0 height and 0 speed, and safely traverse to cruise. At low heights with low airspeed, such as a hover taxi, the pilot can simply cushion the landing with collective by converting rotational inertia into lift. Conversely, a complete power loss, and resultant ...
These vary with speed, so the results are typically plotted on a 2-dimensional graph. In almost all cases the graph forms a U-shape, due to the two main components of drag. The L/D may be calculated using computational fluid dynamics or computer simulation. It is measured empirically by testing in a wind tunnel or in free flight test. [1] [2] [3]