Indian Institute of Technology, Kanpur 

Department of Aerospace Engineering 
 
 
 
 
AE421: INTRODUCTION TO EXPERIMENTS IN FLIGHT 
Instructor: Prof. A.K.Ghosh 
 
 
FINAL REPORT 
Exercises 1 to 6 
 
 
 
 
 
 
 
Group members: 
Kashish Thakran (160326) 
Parag Sonkusare (17807458) 
Pragya Patel (17807477) 
Soham Jatkar (17807317) 
Tushar Singhal (170762)   
 Experiment 1 
Weight and Center of gravity measurement for an airplane 
(30th January 2021) 
 

Formula: 
N x + (L+R)y
C .G. = L+R+N  
 
where, 
𝑥: Distance of nose wheel from reference point 
𝑦: Distance of rear wheel from reference point 
𝐿: Reaction on left rear wheel 
𝑅: Reaction on right rear wheel 
𝑁: Reaction on nose wheel 
𝑃𝑥: Represent number of persons 
 
Data given: 
Distance of nose wheel from reference point (𝑥) : 0.3607 m 
Distance of rear wheel from reference point (𝑦) : 2.7831 m 
 
Le main Right main Total
Nose wheel wheel wheel C.G. weight
x(m) y(m) Reac on (kg) reac on (kg) reac on (kg) Posi on (kg)
P6 0.3607 2.7831 279 650 656 2.356696 1585
P5 0.3607 2.7831 313 595 611 2.283948 1519
P4 0.3607 2.7831 346 550 558 2.206655 1454
P3 0.3607 2.7831 354 513 530 2.169263 1397
P2 0.3607 2.7831 362 484 485 2.124265 1331
 
   

2 
Calculations: 
279(0.03607) + (650+656)(2.7831)
C .G.P 6 = 1585
= 2.356696  
313(0.03607) + (595+611)(2.7831)
C .G.P 5 = 1519
= 2.283948  
346(0.03607) + (550+558)(2.7831)
C .G.P 4 = 1454
= 2.206655  
354(0.03607) + (513+530)(2.7831)
C .G.P 3 = 1397
= 2.169263  
362(0.03607) + (484+485)(2.7831)
C .G.P 2 = 1331
= 2.124265  
 
Plot: 

 
 

   

3 
 Experiment 2 
Drag polar estimation using Cessna 206H at cruise mode 

 
 

 
 
 

4 
Table: Observed data from the cockpit during flight 

 
 
 
 
Calculations: 
 
Table: Airspeed conversion 
S.No EAS in knots TAS in knots CAS in knots CAS in ms-1
1 102 102.9665 102.9665 52.96597
2 105 105.9949 105.9949 54.52378
3 108 109.0234 109.0234 56.08164
4 114 115.0802 115.0802 59.19725

 
Table: TOAS( °𝑪), MP in inch of Hg & RPM 
S.No V in knots TOAS (°C) MP in inch of Hg RPM
1 102 20 21.1 2260
2 105 20 21.4 2270
3 110 19 21.7 2350
4 115 19 22.5 2380
 
 
Table: B.H.P*V & V4 Calculations 
S.No VCAS in ms-1 BHP in Wa s BHP*V in W ms-1 VCAS4 in (ms-1)4 RPM
1 52.96597 129867.914 6878580.038 7870235.372 2260
2 54.52378 132297.1842 7213342.568 8837793.038 2270
3 56.08164 139355.2502 7815270.974 9891970.693 2350
4 59.19725 146337.3595 8662769.256 12280219.47 2380
 
 
 

5 
Plot: 

 
 

 
 
SLOPE = 0.411 
INTERCEPT = 3.65 x 106 
 
𝐶D0 = 2 * 0.4538/1.3219 * 16.3 = 0.04212193176 
𝐾= 3.65 * 106 * 1.3219 * 16.3/2 * 16000.112 = 0.153604217 
 
 
 
 
 
 
 
 
 

   

6 
 Experiment 3 
Determination of maximum rate of climb and the 
corresponding speed 
 
Data given: 
Total Weight of Aircraft = 16000.11 N 
Density of air = 1.3219 𝑘𝑔 ⁄ 𝑚3 
1 knot = 0.5144 𝑚𝑠-1 
Height: (𝐻1 = 500 𝑓𝑡) (𝐻2 = 1000 𝑓𝑡) 
 

 
 
Table: Observed Readings 

 
 
 
 
 
   

7 
Calculations: 
Table: Airspeed conversion 
S. No. EAS in knots TAS in knots CAS in knots CAS in 𝒎𝒔−𝟏
1 95 95.90018315 95.90018315 49.33105421
2 100 100.9475612 100.9475612 51.92742549
3 105 105.9949393 105.9949393 54.52379676
4 110 111.0423173 111.0423173 57.12016803
 
P av = B .H.P  
rpm MP TS
B .H.P = rrpm * rM P * T OAS * rHP  
 
Table: Power available Calculation 
S. No. Velocity (Vcas) Power (W)
1 49.33105421 203148.01
2 51.92742549 205316.85
3 54.52379676 206087.2697
4 57.12016803 207199.4953
 

8 
  
 
Table: Power Required Calculations 
Sl. No. V in 𝒎𝒔−𝟏 Cl Cd Power Required
1 26 2.196949434 0.7835060205 148360.6042
2 32 1.4503299 0.3652217694 128932.6184
3 38 1.028488793 0.2046028133 120953.5452
4 50 0.594055127 0.09632908941 129725
5 62 0.3863521898 0.06505012826 167024.2141
6 74 0.2712085131 0.05342014518 233214.9755
7 80 0.232052784 0.0503932876 277970.6
8 92 0.1754652431 0.04685110631 393042.5274
9 104 0.1373093396 0.04501796336 545559.437
   

9 
Table: Rate of climb 
S. No. Dt Rate of climb
1 32.54 4.683466503
2 35.68 4.271300448
3 38.72 3.935950413
4 40.91 3.72525055
 
Formula: 

P A −P R
ROC = W
 
Table: Rate of climb (excess power) 
Sl. Velocity Power Power ROC
No. (m/s) Required Available (excess power)
1 26 148360.6042 191890 2.720568537
2 32 128932.6184 194878 4.121558016
3 38 120953.5452 197866 4.80699538
4 50 129725 203842 4.632280654
5 62 167024.2141 209818 2.674593229
 

10 
 Experiment 4 
Determination of stick fixed neutral point 
(5th February 2021) 
 

Formula: 
N x + (L+R)y
C .G. = L+R+N  
 
where, 
𝑥: Distance of nose wheel from reference point 
𝑦: Distance of rear wheel from reference point 
𝐿: Reaction on left rear wheel 
𝑅: Reaction on right rear wheel 
𝑁: Reaction on nose wheel 
 
Data: 
Total Weight of Aircraft = 754 kg 
Density of air = 1.3219 kg/m3 
Area (S) = 12.7 m2 
1 knot = 0.5144 ms-1 
Distance of nose wheel from reference point (𝑥) : 0.6 m 
Distance of rear wheel from reference point (𝑦) : 1.342 m 
 
Calculations: 
Table 1: Center of Gravity  

Le main Right main Total

Nose wheel wheel wheel C.G. weight
x(m) y(m) Reac on (kg) reac on (kg) reac on (kg) Posi on (kg)
0.6 1.342 104 325 325 1.239655172 754
 
104(0.6) + (325+325)(1.342)
C .G. = 754
= 1.239655  
   

11 
Table 2: Elevator Deflection with CL  

CG Loca on V (knots) V (m/s) CL 𝜹𝒆 (degrees) 𝝏𝜹𝒆/𝝏𝑪𝑳

79 40.638 0.534 2.758
73 37.551 0.625 2.165
1.235 -7.18
67 34.465 0.742 1.300
64 32.922 0.813 0.760
82 42.181 0.495 2.312
80 41.152 0.520 2.156
1.239 -6.4
75 38.580 0.592 1.695
71 36.522 0.661 1.256
92 47.325 0.393 2.415
86 44.238 0.450 2.201
1.243 -4.02
81 41.666 0.508 1.965
77 39.609 0.562 1.740
 

12 
  

From the graph neutral point can be defined as the point at which this straight-line 
cross zero 

Therefore, 
495
N .P . = 395 = 1.253164   

   

13 
 Experiment 5 
Determination of maneuvering point 
 
Data: 
Total Weight of Aircraft = 754 kg 
Density of air = 1.3219 kg/m3 
Area (S) = 12.7 m2 
1 knot = 0.5144 ms-1 
 
Calculations: 
Load Factor (n) : 
L 1
n= W = cos ϕ  
 
Table 1: Calculation of d𝛿e/dn   

CG Bank Angle (Φ) Elevator Deflection (𝛿e) Load Factor (N) d𝛿e/dn
10 1.215 1.015410774
15 1.468 1.035239374
1.235 14.5
25 2.451 1.103264146
30 3.225 1.154523645
10 0.523 1.015410774
15 1.103 1.035239374
1.239 9.44
25 1.502 1.103264146
30 1.998 1.154523645
10 0.412 1.015410774
15 0.498 1.035239374
1.243 2.62
25 0.658 1.103264146
30 0.789 1.154523645
 
 
 
 
 
 
 
   

14 
Determining the Maneuvering Point: 
Using the graph we can calculate the MP 

1433.7
𝑀𝑃 = 1148.7
= 1.2451  
 

15 
 Experiment 6 
Determination of Sideslip Coefficient 
(12th February 2021) 
 

Formula: 
2W
CL = ρSV CAS 2
 

C yβ = − C L ( Φβ )  
 
where, 
VCAS is the CAS in m/s, CL is the lift coefficient, and Cybeta is the sideslip coefficient 
 
Data: 
Total Weight of Aircraft (W) = 754 kg 
Density of air (rho) = 1.3219 kg/m3 
Area (S) = 12.7 m2 
g = 9.81 ms-2  
1 knot = 0.5144 ms-1 
 
Sl No. EAS (knots) Bank angle (𝝓, deg) Sideslip angle (𝜷, deg) Density (kg/m3)
1 55 5.03 15 1.2972
2 62 5.75 15 1.2972
3 71 6.15 10 1.2972
4 85 6.51 10 1.2972
 
Calculations: 
Table 1: CAS (m/s) 

Sl No. EAS (knots) TAS (knots) CAS (knots) CAS (m/s)

1 55 55.52115867 55.52115867 28.56008402
2 62 62.58748795 62.58748795 32.1950038
3 71 71.67276846 71.67276846 36.8684721
4 85 85.80542703 85.80542703 44.13831166

16 
Table 2: CL and CyBeta (sideslip coefficient) 

Sl No. CAS (m/s) Bank angle (𝝓) Sideslip (𝜷) CL Sideslip coefficient
1 28.56008402 5.03 15 1.100881888 -0.369162393
2 32.1950038 5.75 15 0.8663287488 -0.332092687
3 36.8684721 6.15 10 0.6606164869 -0.4062791394
4 44.13831166 6.51 10 0.4609228665 -0.3000607861
 
2×754×9.81
C L1 = 1.2972×12.70×28.56
2 = 1.1 C yβ1 = − 1.1( 5.03
15 ) = − 0.369  

2×754×9.81
C L2 = 1.2972×12.70×32.192
= 0.86 C yβ2 = − 0.86( 5.75
15
) = − 0.33  
2×754×9.81
C L3 = 1.2972×12.70×36.862
= 0.66 C yβ3 = − 0.66( 6.15
10
) = − 0.4  
2×754×9.81
C L4 = 1.2972×12.70×44.13
2 = 0.46 C yβ1 = − 0.46( 6.51
10 ) = − 0.3  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

17 
 
Angle of Attack Measurement 
The angle of Attack (AoA) is a critical parameter of a fixed-wing aircraft as the lift 
and drag are closely related to the AoA. This implies that the aircraft trim and speed 
and power consumption are also closely related to the AoA. This makes the 
measurement of AoA a critical component of fixed-wing flights. 
We will discuss a few ways of measurement for the Angle of Attack: 
 
Pivoted Vane 
 
A pivoted vane is designed 
such that it aligns itself with the 
direction of the airflow. The two 
types of vane installed are (a) 
axially mounted vane and (b) 
Transversely mounted vane. 
The Axially mounted vane is 
the one used to measure the 
angle of attack. The 
Transversely mounted vane is 
generally attached to the shaft 
to the side of the boom support 
in an aircraft. Another vane 
(Beta Vane) that is attached at 
an angle of 90 degrees to the 
alpha vane helps in detecting 
the sideslip angle of the 
aircraft. 
 
 
The device also consists of a pitot tube. The differential pressure measured between 
the two orifices helps in measuring the angle of attack. 
 
Installing this on the fuselage nose boom is the best location for measurement of 
AoA. 
 
 

18