Dynamic Modulus is a Stress divided by strain under dynamic loading.The formula is given by: Where: σ stress in N/m² ε strain
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The Inlet Mach Number (M inlet​) for air intakes is a parameter used in the design and analysis of aircraft engines, particularly inlets that bring air into the propulsion system M inlet​ is the Inlet Mach Number, V inlet​ is the velocity of the incoming air at the inlet, and a inlet​ is the
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The specific heat ratio (γ) is the ratio of the amount of heat required to raise the temperature of a substance at constant pressure to the amount of heat required to raise the temperature of the same substance at constant volume. Cp​ is the specific heat at constant pressure, Cv​ is the specific heat
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Rebound velocity divided by impact velocity gives restitution coefficient.The formula is given by: Where: vrebound is a ​rebound velocity. vimpact is a impact velocity.
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Nondimensional Thrust-Specific Fuel Consumption (TSFCTSFC) represents the amount of fuel an aircraft engine consumes to produce a unit of thrust TSFC is the nondimensional thrust-specific fuel consumption, m˙fuel​ is the fuel flow rate, T is the thrust.
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Fuselage Drag Coefficient (CDf​​) quantifies the drag contribution of the fuselage to the total drag of an aircraft. CDf​​ is the fuselage drag coefficient, S wet​ is the wetted area of the fuselage, S is the wing reference area.
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The time constant (τ) is calculated as the reciprocal of the product of the damping ratio (ζ) and the natural frequency (ωn​). Time Constant (τ) Damping Ratio (ζ) Natural Frequency (ωn​)
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The Weber number (We) is a dimensionless number used in fluid mechanics to quantify the relative importance of inertial forces to surface tension forces. It is commonly used in the study of fluid flows, especially those involving interfaces or surface phenomena. The Weber number is defined as the ratio of inertial forces to surface tension
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The lift slope (a) is the rate of change of the lift coefficient (CL​) with respect to the angle of attack (α). Lift Coefficient (CL​) Angle of Attack (α) Lift Slope (a)
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Nose-down Pitching Moment Due to Thrust represents the contribution to the aircraft’s pitching moment caused by the thrust produced by the engines CMthrust​​ is the nose-down pitching moment due to thrust, T is thrust, q is dynamic pressure, S is wing reference area, d is the distance from the center of gravity to the
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