FLIGHT MECHANICS SUMMARY

GATE FOUNDATION ( NATARAJAN SCIENCE FOUNDATION ) is dedicated to my Guru &

Mentor “Dr. E. NATARAJAN” Dean, CEG- Anna University, Chennai
 ➢ The standard atmosphere is defined in order to relate flight tests, wind-tunnel
results, and general airplane design and performance to a common reference.
➢ The definitions of the standard atmospheric properties are based on a given
temperature variation with altitude, representing a mean of experimental data. In turn, the
pressure and density variations with altitude are obtained from this empirical temperature
variation by using the laws of physics. One of these laws is the hydrostatic equation:

➢ In the isothermal regions of the standard atmosphere, the pressure and density
variations are given by

➢ In the gradient regions of the standard atmosphere, the pressure and density
variations are given by

where 𝑇 = 𝑇1 + 𝑎(ℎ − ℎ1 ) and a is the given lapse rate.

➢ The pressure altitude is that altitude in the standard atmosphere which corresponds
to the actual ambient pressure encountered in. flight or laboratory experiments. For
example, if the ambient pressure of a flow, no matter where it is or what it is doing, is
393.12 𝑙𝑏/𝑓𝑡 2 , the flow is said to correspond to a pressure altitude of 40,000 ft (see
Appendix B). The same idea can be used to define density and temperature altitudes.

➢ The basic equations of aerodynamics, in the form derived here, are:

For Compressible flow,

For an incompressible flow,

Above Momentum equation for incompressible flow is also called as Bernoulli’s equation.

➢ The change in pressure, density, and temperature between two points in an

isentropic process is given by

➢ The speed of sound is given by

For a perfect gas, this becomes

 ➢ The speed of a gas flow can be measured by a Pitot tube, which senses the total
pressure 𝑃0 . For incompressible flow,

For subsonic compressible flow,

➢ The area-velocity relation for isentropic flow is

From this relation, we observe that (1) for a subsonic flow, the velocity increases in a convergent
duct and decreases in a divergent duct, (2) for a supersonic flow, the velocity increases in a divergent
duct and decreases in a convergent duct, and (3) the flow is sonic only at the minimum area.

➢ The isentropic flow of a gas is governed by

Here 𝑇0 , 𝑃0 , and 𝜌0 are the total temperature, pressure, and density, respectively. For an isentropic
flow, 𝑃0 = const throughout the flow. Similarly, 𝜌0 = const and 𝑇0 = const throughout the flow.

➢ Viscous effects create a boundary layer along a solid surface in a flow. In this
boundary layer, the flow moves slowly and the velocity goes to zero right at the surface. The
shear stress at the wall is given by

The shear stress is larger for a turbulent boundary layer than for a laminar boundary layer.

➢ For a laminar boundary layer, on a fiat plate,

And

where 𝛿 is the boundary layer thickness, 𝐶𝑓 is the total skin friction drag coefficient, and Re is the
Reynolds number;

Here, x is the running length along the plate, and L is the total length of the plate.
➢ For a turbulent boundary layer on a fiat plate,

➢ Any real flow along a surface first starts out as laminar but then changes into a
turbulent flow. The point where this transition effectively occurs (in reality, transition occurs
over a finite length) is designated 𝑥𝑐𝑟 · In turn, the critical Reynolds number for transition is
defined as

➢ Whenever a boundary layer encounters an adverse pressure gradient (a region of

increasing pressure in the flow direction), it can readily separate from the surface. On an
airfoil or wing, such flow separation decreases the lift and increases the drag.

➢ Total drag of an airfoil

Where,
𝐷 = total drag on the airfoil
𝐷𝑓 = skin friction drag
𝐷𝑝 = pressure drag due to flow separation
𝐷𝑤 = wave drag (present only at transonic and supersonic speeds; zero for subsonic speeds
below the drag-divergence Mach number)

➢ In terms of the drag coefficients, we can write:

Where,
𝑐𝑑 = total drag coefficient
𝑐𝑑,𝑓 = skin friction drag coefficient
𝑐𝑑,𝑝 = pressure drag coefficient
𝑐𝑑,𝑤 = wave drag coefficient
 The sum 𝑐𝑑,𝑓 + 𝑐𝑑,𝑝 is called the profile drag coefficient; this is the quantity that is given
by the data in Appendix D. The profile drag coefficient is relatively constant with 𝑀∞ at
subsonic speeds.
The variation of 𝑐𝑑 with 𝑀∞ from incompressible to supersonic speeds is sketched in
Figure (a). It is important to note the qualitative variation of this curve. For 𝑀∞ ranging from
zero to drag divergence, cd is relatively constant; it consists entirely of profile drag. For
𝑀∞ from drag divergence to slightly above 1, the value of 𝑐𝑑 skyrockets; indeed, the peak
value of 𝑐𝑑 around 𝑀∞ =1 can be an order of magnitude larger than the profile drag itself.
This large increase in 𝑐𝑑 is due to wave drag associated with the presence of shock waves.
2
For supersonic Mach numbers, 𝑐𝑑 decreases approximately as (𝑀∞ − 1)−1/2.

Fig (a): Variation of drag coefficient with Mach number for subsonic and supersonic speeds.

➢ For an airfoil, the lift, drag, and moment coefficients are defined as

where L, D, and M are the lift, drag, and moments per unit span and S = c(1).

➢ For a finite wing, the lift, drag, and moment coefficients are defined as

where L, D, and M are the lift, drag, and moments for the complete wing, and S is the
wing planform area.
 For a given shape, these coefficients are a function of angle of attack, Mach number, and
Reynolds number.

➢ The pressure coefficient is defined as

➢ The Prandtl-Glauert rule is a compressibility correction for subsonic flow:

where 𝐶𝑝,0 and 𝐶𝑝 are the incompressible and compressible pressure coefficients,
respectively. The same rule holds for the lift and moment coefficients, e.g.,

➢ The critical Mach number is that freestream Mach number at which sonic flow is
first achieved at some point on a body. The drag-divergence Mach number is that
freestream Mach number at which the drag coefficient begins to rapidly increase due to the
occurrence of transonic shock waves. For a given body, the drag-divergence Mach number is
slightly higher than the critical Mach number.

➢ The Mach angle is defined as

➢ The total drag coefficient for a finite wing is equal to

where 𝑐𝑑 is the profile drag coefficient and 𝐶𝐿 2 /𝜋𝑒𝐴𝑅 is the induced-drag coefficient.

➢ The lift slope for a finite wing, 𝑎, is given by

 where 𝑎0 is the lift slope for the corresponding infinite wing.

➢ For a complete airplane, the drag polar is given as

where 𝐶𝐷,0 is the parasite drag coefficient at zero lift and the term 𝐶𝐿 2 /𝜋𝑒𝐴𝑅 includes
both induced drag and the contribution to parasite drag due to lift.

➢ Thrust required for level, unaccelerated flight is

Thrust required is a minimum when L/ D is maximum.

➢ Power required for level, unaccelerated flight is

Power required is a minimum when 𝐶𝐿 3/2 /𝐶𝐷 is a maximum.

➢ The rate of climb, R/C = dh/dt, is given by

➢ In a power-off glide, the glide angle is given by

➢ The absolute ceiling is defined as that altitude where maximum R/C = 0.

➢ The service ceiling is that altitude where maximum R/C = 100 ft/min.

➢ For a propeller-driven airplane, range R and endurance E are given by

And

Maximum range occurs at maximum 𝐶𝐿 /𝐶𝐷 . Maximum endurance occurs at sea level with
maximum 𝐶𝐿 3/2 /𝐶𝐷 .

➢ For a jet-propelled airplane, range and endurance are given by

And

1
➢ At maximum 𝐶𝐿 3/2 /𝐶𝐷 , 𝐶𝐷,0 = 3 𝐶𝐷,𝑖 ; For this case,

➢ At maximum 𝐶𝐿 /𝐶𝐷 , 𝐶𝐷,0 = 𝐶𝐷,𝑖 ; For this case,

➢ At maximum 𝐶𝐿 1/2 /𝐶𝐷 , 𝐶𝐷,0 = 3𝐶𝐷,𝑖 ; For this case,

➢ Takeoff ground roll is given by

➢ The landing ground roll is

➢ The load factor is defined as

➢ In level turning flight, the turn radius is

and the turn rate is

➢ The V-n diagram is illustrated in Figure below. It is a diagram showing load factor vs.
velocity for a given airplane, along with the constraints on both n and V due to structural
limitations. The V-n diagram illustrates some particularly important aspects of overall
airplane performance.
 Fig: V-n diagram for a typical jet trainer aircraft.

➢ The energy height (specific energy) of an airplane is given by

This, in combination with the specific excess power,

leads to the analysis of accelerated-climb performance using energy considerations only.

➢ If the forces and moments on a body caused by a disturbance tend initially to return
the body toward its equilibrium position, the body is statically stable. In contrast, if these
forces and moments tend initially to move the body away from its equilibrium position, the
body is statically unstable.

➢ The necessary criteria for longitudinal balance and static stability are (a) 𝐶𝑀,0 must
be positive, (b) 𝜕𝐶𝑀,𝑐𝑔 /𝜕𝛼𝑎 must be negative, and (c) the trim angle of attack 𝛼𝑒 must fall
within the flight range of angle of attack for the airplane. These criteria may be evaluated
quantitatively for a given airplane from
And

where the tail volume ratio is given by

➢ The neutral point is that location of the center of gravity where 𝜕𝐶𝑀,𝑐𝑔 /𝜕𝛼𝑎 = 0. It
can be calculated from

➢ The static margin is defined as ℎ𝑛 − ℎ. For static stability, the location of the center
of gravity must be ahead of the neutral point; i.e., the static margin must be positive.

➢ The effect of elevator deflection 𝛿𝑒 on the pitching moment about the center of
gravity is given by

➢ The elevator deflection necessary to trim an airplane at a given angle of attack an is

➢ The equation of the orbit or trajectory of a spacecraft under the influence of a

central, inverse-square gravitational force field is
 where e is the eccentricity and C is the phase angle.
If e = 0, the orbit is a circle;
if e < 1, the orbit is an ellipse;
if e = 1, the trajectory is a parabola;
if e > 1, the trajectory is a hyperbola.

➢ The eccentricity depends on the difference between kinetic and potential energies
of the spacecraft, H.

➢ Circular velocity is given by

For earth satellites, circular, or orbital, velocity is 7.9 km/s, or approximately 26,000 ftjs
(based on r = earth's radius).

➢ Escape velocity is given by

For escape from the earth, this velocity is 11.2 km/s, or approximately 36,000 ft/s.

➢ Kepler's laws are: (1) a satellite describes an elliptical path around its center of
attraction, (2) in equal times, the areas swept out by the radius vector of a satellite are the
same, and (3) the periods of any two satellites about the same planet are related to their
semimajor axes as

➢ The velocity variation of a ballistic re-entry vehicle through the atmosphere is given
by
where p is a function of altitude, 𝑚/𝐶𝐷 𝑆 is the ballistic parameter, 𝜃 is the entry angle, 𝑉𝐸 is
the initial entry velocity, and 𝑍 = 𝑔0 /𝑅𝑇. During reentry, the maximum deceleration is given
by

➢ Re-entry aerodynamic heating varies as the cube of the velocity:

To minimize aerodynamic heating, the vehicle should have a blunt nose.

➢ The lifting entry path depends on the lift parameter 𝑚/𝐶𝐿 𝑆.

➢ The cross section of a propeller is an airfoil shape designed to produce an

aerodynamic force in the direction of motion of the airplane, i.e., thrust. The efficiency of a
propeller depends on the pitch angle and the advance ratio 𝐽 = 𝑉∞ /𝑛𝐷.

➢ The four strokes of an Otto-cycle reciprocating internal combustion engine are

intake, compression, power, and exhaust. Combustion takes place essentially at constant
volume. The power generated by such an engine along with a propeller is the power
available, expressed as

Where,
𝜂 = propeller efficiency,
𝜂𝑚𝑒𝑐ℎ = mechanical efficiency,
𝑛 = revolutions per second of the engine shaft,
N = number of cylinders, and
W = work produced during the complete four-stroke cycle.

➢ The power available can also be expressed as

Where,
rpm is the revolutions per minute of the engine shaft,
d is the displacement, and
Pe is the mean effective pressure.
➢ The thrust equation for a jet propulsion device is

➢ The turbojet engine process involves aerodynamic compression of the intake air in a
diffuser, further compression in a rotating compressor, constant pressure combustion in the
burner, expansion through a turbine which drives the compressor, and further expansion
through an exhaust nozzle. In a turbofan engine, a large ducted fan is mounted on the shaft
ahead of the compressor, which accelerates a large mass of auxiliary air outside the core of
the engine itself, thus producing more thrust with higher efficiency. The ramjet engine has
no rotating machinery and produces its thrust by means of aerodynamic compression in an
inlet diffuser of the incoming air, burned at constant pressure in the combustor and
exhausted through a nozzle.

➢ The thrust for a rocket engine is

A rocket carries its own fuel and oxidizer and is not dependent on atmospheric air for the
generation of thrust.

➢ The specific impulse is a direct measure of the efficiency of a rocket engine-

propellant combination.

For a high specific impulse, the combustion temperature T0 should be high and the
molecular weight of the combustion gas should be low.

➢ The rocket equation relates burnout velocity to the specific impulse and the initial to
final mass ratio
➢ Hypersonic flow is that region of the high-speed flight spectrum where the following
physical phenomena become important as the Mach number increases to large values:
1. Thin shock layers
2. Entropy layers
3. Viscous interactions
4. High-temperature flow
5. Low-density flow

➢ Depending on the vehicle size, shape, and altitude, some of these hypersonic
phenomena may occur at Mach numbers below 5, while others may occur at Mach numbers
above 5. As a rule of thumb only, hypersonic flow may be considered as flow where M > 5.

➢ A convenient and sometimes reasonably accurate formula for predicting pressure

distributions on the surface of hypersonic vehicles is the Newtonian sine-squared law

where 𝐶𝑝,𝑚𝑎𝑥 is the pressure coefficient at a stagnation point and 𝜃 is the angle between
a tangent at a given point on the surface and the freestream direction.

➢ Aerodynamic characteristics of hypersonic vehicles include the following:

1. Variation of 𝐶𝐿 with angle of attack is nonlinear.
2. Maximum 𝐶𝐿 usually occurs at very high angle of attack, 𝛼 ≈ 55° or so.
3. Values of (𝐿/𝐷)𝑚𝑎𝑥 decrease as 𝑀∞ increases. Hypersonic vehicles have lower values of
(𝐿/𝐷)𝑚𝑎𝑥 than subsonic and supersonic vehicles.
𝗧𝗵𝗲 𝐚𝐢𝐦 𝗼𝗳 "𝑵𝑺𝑭-𝑰𝒏𝒅𝒊𝒂" 𝗶𝘀 𝘁𝗼 𝗽𝗿𝗼𝘃𝗶𝗱𝗲 𝗼𝗻𝗹𝗶𝗻𝗲 𝗵𝗶𝗴𝗵𝗲𝘀𝘁-𝗾𝘂𝗮𝗹𝗶𝘁𝘆 𝗲𝗱𝘂𝗰𝗮𝘁𝗶𝗼𝗻 𝘄𝗵𝗶𝗰𝗵 𝗮𝗹𝗹𝗼𝘄𝘀
𝘀𝘁𝘂𝗱𝗲𝗻𝘁𝘀 𝘁𝗼 𝗮𝘁𝘁𝗲𝗻𝗱 𝘁𝗵𝗲 𝗰𝗹𝗮𝘀𝘀𝗲𝘀 𝗮𝘁 𝘁𝗵𝗲𝗶𝗿 𝗼𝘄𝗻 𝘁𝗶𝗺𝗲 𝗮𝗻𝗱 𝘃𝗼𝗹𝗶𝘁𝗶𝗼𝗻. 𝗪𝗲 𝐡𝐚𝐯𝐞 𝐭𝐫𝐮𝐞 𝐝𝐞𝐬𝐢𝐫𝐞 &
𝐝𝐞𝐝𝐢𝐜𝐚𝐭𝐢𝐨𝐧 𝐭𝐨 𝐬𝐞𝐫𝐯𝐞 𝐬𝐭𝐮𝐝𝐞𝐧𝐭 𝐜𝐨𝐦𝐦𝐮𝐧𝐢𝐭𝐲 𝐛𝐲 𝐰𝐚𝐲 𝐨𝐟 𝐩𝐫𝐨𝐯𝐢𝐝𝐢𝐧𝐠 𝐠𝐨𝐨𝐝 𝐬𝐨𝐮𝐫𝐜𝐞 𝐨𝐟 𝗼𝗻𝗹𝗶𝗻𝗲
𝐬𝐭𝐮𝐝𝐲 𝐚𝐧𝐝 𝐪𝐮𝐚𝐥𝐢𝐭𝐲 𝐠𝐮𝐢𝐝𝐚𝐧𝐜𝐞. 𝗧𝗵𝗼𝘂𝗴𝗵 𝗲𝘃𝗲𝗿𝘆 𝗰𝗮𝗻𝗱𝗶𝗱𝗮𝘁𝗲/𝗮𝘀𝗽𝗶𝗿𝗮𝗻𝘁 𝗵𝗮𝘀 𝗮𝗯𝗶𝗹𝗶𝘁𝘆 𝘁𝗼 𝘀𝘂𝗰𝗰𝗲𝗲𝗱 𝗯𝘂𝘁
𝗰𝗼𝗺𝗽𝗲𝘁𝗶𝘁𝗶𝘃𝗲 𝗲𝗻𝘃𝗶𝗿𝗼𝗻𝗺𝗲𝗻𝘁,𝗶𝗻-𝗱𝗲𝗽𝘁𝗵 𝗸𝗻𝗼𝘄𝗹𝗲𝗱𝗴𝗲,𝗾𝘂𝗮𝗹𝗶𝘁𝘆 𝗴𝘂𝗶𝗱𝗮𝗻𝗰𝗲 & 𝗴𝗼𝗼𝗱 𝘀𝗼𝘂𝗿𝗰𝗲 𝗼𝗳 𝘀𝘁𝘂𝗱𝘆 𝗶𝘀
𝗿𝗲𝗾𝘂𝗶𝗿𝗲𝗱 𝘁𝗼 𝗮𝗰𝗵𝗶𝗲𝘃𝗲 𝗵𝗶𝗴𝗵 𝗹𝗲𝘃𝗲𝗹 𝗴𝗼𝗮𝗹𝘀.
𝐖𝐞 𝐡𝐨𝐩𝐞 GATE FOUNDATION (NSF) 𝐰𝐢𝐥𝐥 𝐛𝐞 𝐩𝐫𝐨𝐯𝐞𝐝 𝐚𝐧 𝐢𝐦𝐩𝐨𝐫𝐭𝐚𝐧𝐭 𝐬𝐨𝐮𝐫𝐜𝐞 𝐭𝐨 𝐬𝐮𝐜𝐜𝐞𝐞𝐝 𝐢𝐧
𝐆𝐀𝐓𝐄 𝐀𝐞𝐫𝐨𝐬𝐩𝐚𝐜𝐞/𝗛𝗔𝗟- 𝗗𝗲𝘀𝗶𝗴𝗻 𝗧𝗿𝗮𝗶𝗻𝗲𝗲 𝐞𝐱𝐚𝐦𝐢𝐧𝐚𝐭𝐢𝐨𝐧.

I am 𝐫𝐞𝐚𝐥𝐥𝐲 𝐭𝐡𝐚𝐧𝐤𝐟𝐮𝐥 𝐭𝐨 my teachers, friends, colleagues & 𝐦𝐞𝐧𝐭𝐨𝐫𝐬: 𝐊.𝐊.𝐌𝐚𝐧𝐠𝐫𝐮𝐥𝐤𝐚𝐫 "𝐫𝐞𝐭𝐝

𝐒𝐜𝐢𝐞𝐧𝐭𝐢𝐬𝐭-𝐆" 𝐃𝐈𝐀𝐓,𝐃𝐑𝐃𝐎 𝐇𝐲𝐝𝐞𝐫𝐚𝐛𝐚𝐝,𝐃𝐫.𝐒.𝐄.𝐓𝐚𝐥𝐨𝐥𝐞 "𝐒𝐜𝐢𝐞𝐧𝐭𝐢𝐬𝐭-𝐆" 𝐃𝐑𝐃𝐎, 𝐑&𝐃 𝐏𝐮𝐧𝐞,
𝐃𝐫.𝐀𝐣𝐚𝐲 𝐌𝐢𝐬𝐡𝐫𝐚 𝐃𝐑𝐃𝐎,𝐃𝐈𝐀𝐓 𝐏𝐮𝐧𝐞, 𝐃𝐫.𝐆𝐚𝐧𝐚𝐩𝐚𝐭𝐢 𝐉𝐨𝐬𝐡𝐢 𝐃𝐑𝐃𝐎,𝐃𝐈𝐀𝐓 𝐏𝐮𝐧𝐞,𝐩𝐫𝐨𝐟.𝐕𝐢𝐧𝐚𝐲
𝐀𝐧𝐚𝐧𝐝 𝐃𝐈𝐀𝐓,𝐃𝐑𝐃𝐎 𝐏𝐮𝐧𝐞,𝐃𝐫.𝐏𝐚𝐭𝐚𝐤𝐢, 𝐫𝐞𝐭𝐝 "𝐒𝐞𝐧𝐢𝐨𝐫 𝐒𝐜𝐢𝐞𝐧𝐭𝐢𝐬𝐭"𝐈𝐒𝐑𝐎, 𝐃𝐫.𝐔𝐧𝐧𝐢 𝐊𝐫𝐢𝐬𝐡𝐧𝐚𝐧,
𝐒𝐜𝐢𝐞𝐧𝐭𝐢𝐬𝐭-𝐆 𝐃𝐑𝐃𝐎, 𝐃𝐫.𝐒𝐮𝐛𝐫𝐚𝐦𝐚𝐧𝐢𝐚𝐧,𝐒𝐑𝐌 𝐔𝐧𝐢𝐯𝐞𝐫𝐬𝐢𝐭𝐲 𝐂𝐡𝐞𝐧𝐧𝐚𝐢, 𝐏𝐫𝐨𝐟. 𝐀.𝐊.𝐆𝐡𝐨𝐬𝐡, 𝐈𝐈𝐓
𝐊𝐚𝐧𝐩𝐮𝐫, 𝐏𝐫𝐨𝐟. 𝐊.𝐑𝐚𝐦𝐞𝐬𝐡 ,𝐈𝐈𝐓 𝐌𝐚𝐝𝐫𝐚𝐬, 𝐃𝐫. 𝐑𝐚𝐦𝐚𝐧 𝐒𝐢𝐫 𝐂𝐡𝐞𝐧𝐧𝐚𝐢,𝐃𝐫.𝐊𝐞𝐬𝐡𝐚𝐯 𝐒𝐨𝐧𝐢, 𝐈𝐈𝐒𝐜
𝐁𝐚𝐧𝐠𝐚𝐥𝐮𝐫𝐮, ,𝗟𝘁.𝗖𝗼𝗹𝗼𝗻𝗲𝗹 𝗗𝗶𝗻𝗲𝘀𝗵 𝗣𝗿𝗮𝗯𝗵𝘂, 𝗖𝗼𝗹𝗼𝗻𝗲𝗹 𝗦𝘂𝗱𝗮𝗿𝘀𝗵𝗮𝗻 𝗦𝗶𝗿,𝗪𝗶𝗻𝗴 𝗖𝗼𝗺𝗺𝗮𝗻𝗱𝗲𝗿 𝗡𝗶𝗸𝗵𝗶𝗹
𝗦𝗶𝗿,𝗦𝗾𝘂𝗮𝗱𝗿𝗼𝗻 𝗟𝗲𝗮𝗱𝗲𝗿 𝗬𝘂𝗴𝗮𝗻𝘀𝗴 𝗦𝗶𝗿,𝗖𝗼𝗺𝗺𝗮𝗻𝗱𝗲𝗿 𝗣𝗿𝗮𝘃𝗲𝘀𝗵 𝘀𝗶𝗿,𝗖𝗼𝗺𝗺𝗮𝗻𝗱𝗲𝗿 𝗔𝗻𝗸𝘂𝘀𝗵 𝘀𝗶𝗿,𝐖𝐢𝐧𝐠
𝐜𝐨𝐦𝐦𝐚𝐧𝐝𝐞𝐫 𝐊𝐢𝐫𝐚𝐧 𝐬𝐢𝐫, 𝐏𝐫𝐢𝐭𝐞𝐬𝐡 𝐦𝐨𝐝𝐢 𝐬𝐢𝐫, Dr. 𝐃𝐢𝐧𝐞𝐬𝐡 𝐃𝐚𝐧𝐝𝐞𝐤𝐚𝐫 𝐬𝐢𝐫, 𝐃𝐈𝐀𝐓 𝐏𝐮𝐧𝐞, Dr. Bhavesh
Panchal, DIAT Pune.

Special thanks to,

1. 𝐃𝐫. 𝐘o𝐠𝐞𝐬𝐡 𝐒𝐢𝐧𝐡𝐚, 𝐇𝐎𝐃 𝐑𝐚𝐣𝐚𝐥𝐚𝐱𝐦𝐢 𝐄𝐧𝐠𝐠. 𝐂𝐨𝐥𝐥𝐞𝐠𝐞, 𝐂𝐡𝐞𝐧𝐧𝐚𝐢
2. Dr. Ashish Mishra, UPES, Dehradun
3. Dr. D. Govardhan, HOD, IARE, Hyderabad
4. Dr. Parmeshwaran, HOD, Jain University, Bengaluru
5. Dr. Vijay Patidar, HOD, Parul University, Vadodara
6. Dr. Sunil Dingare, HOD, MIT, Pune
7. Prof. Ujjal Kalita, LPU, Panjab
8. Dr. Snehal Mandlik, BMS College of Engineering, Bengaluru
9. Prof. Rahul Makade, MIT, Pune
10. Dr. Nagendra Kumar, IIT Bombay
11. Prof. Mehul Rana, SVIT Vasad, Vadodara
12. Prof. Dhruvin Shah, SVIT Vasad, Vadodara
13. Prof. Akshay, Sandeep University, Nasik
14. Dr. Sudhir Kumar Chaturvedi, UPES, Dehradun
15. Dr. Devabrata Sahoo, MIT, Pune
16. Dr. Jigar Sura, Amity University, Bombay
17. Dr. Brij Kishor Tiwari, MVJ College of Engineering
18. Prof. Keyur Patel, BAIT, Surat
19. Prof. Dharti Parmar, BAIT, Surat
 20. Prof. Krithika, Acharya Institute of Technology, Bengaluru
21. Prof. Vishal, PCE, Nagpur
22. Prof. Prashant, IARE, Hyderabad
23. Prof. Rushil Shah, HOD, Silver Oak, Ahmedabad
24. Prof. Harikrishna, GNA University, Punjab
25. Prof. Harikant Bansal, FGIET, Raebareli, U.P

Announcement: GATE 2023/24 Online Classes Starting from Last

week of March
Contact: 7011641767; 8698732400