Lagrange Multipliers and Quasi-Steady
Flight Mechanics1^
ANGELO MIELE*
Purdue
Summary
A general method is presented for investigating optimum con-
ditions of the quasi-steady mechanics of flight.
For motion in a vertical plane t h e problem of extremizing an
arbitrarily specified function of altitude, Mach Number, lift,
path inclination, engine control parameter, and thrust inclination
is considered for an aircraft which has to satisfy the equations of
motion and 3 additional arbitrary constraints.
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A generalized solution is obtained in a determinantal form.
The characteristic of this solution is that it unifies into a single
equation the results of a large segment of t h e previous contri-
butions to the quasi-steady mechanics of flight. Particular
problems such as maximum speed, maximum range, maximum
endurance, ceiling, steepest ascent, best rate of climb, flattest
descent, etc., are thus all covered by t h e same determinantal
equation.
The optimum ratio (R) of induced drag to zero-lift drag is
evaluated for arbitrary relationships between zero-lift drag
coefficient, induced drag coefficient, thrust, specific fuel consump-
tion, and Mach Number.
Design problems are also investigated, such as those associated
with the selection of t h e best wing surface or t h e best aspect
ratio for a given performance to be optimized.
Finally, t h e paper is completed with t h e study of t h e optimum
flight conditions for curvilinear motion in a horizontal plane.
Another general determinantal equation is derived, from which,
as a particular case, the turning flight with maximum angle of
bank, maximum angular velocity, or minimum radius of curvature
is investigated.
(1) Introduction
A N IMPORTANT BRANCH of t h e aeronautical sciences
is t h e mechanics of flight of an aircraft. I t s
overall scope is t o determine t h e performance of a fly-
ing machine; its particular objective is to detect those
special conditions under which an optimum is reached
with regard t o b o t h design a n d flight operations.
I t was a common belief among engineers, in t h e years
preceding World W a r I I , t h a t t h e mechanics of flight
had reached a conclusive stage of development. This
opinion has been proved incorrect. I n fact, t h e ad-
vent of jet engines as aircraft propulsion systems a n d
the increase in flight velocities have generated a new
wealth of important and unsolved problems of applied
mathematics. This concept particularly applies t o
rocket-powered missiles. These missiles, because of
the eminently non-steady character of their motion,
Received June 17, 1958. Revised and received M a y 21, 1959.
t This article is a condensed version of the investigation
described in reference 10.
* Formerly, Professor of Aeronautical Engineering. Now,
Director of Astrodynamics and Flight Mechanics, Boeing Sci-
entific Research Laboratories.
592
University
have originated an ever-increasing demand for a
variational approach t o t h e mechanics of flight.
Nevertheless, with regard t o aircraft propelled b y
air-breathing engines in general (and, in particular,
with regard to turbojet powered aircraft, which will
dominate t h e next decade of commercial air transporta-
tion) there are still i m p o r t a n t flight conditions for which
the acceleration terms m a y b e neglected. These flight
conditions are consequently amenable t o a less sophisti-
cated, b u t useful, t r e a t m e n t b y t h e ordinary theory of
maxima and minima. J
In t h e present paper, t h e quasi-steady point of view
is adopted and a re-analysis is offered of t h e problems
of t h e mechanics of flight a t large. Several simul-
taneous objectives are embodied in this investigation:
(a) T o formulate t h e optimum conditions of flight
in a general fashion, valid (among other factors) for an
arbitrary dependence of t h e characteristics of t h e air-
craft a n d of t h e engine on t h e M a c h N u m b e r .
(b) T o unify all t h e o p t i m u m conditions of t h e me-
chanics of flight in a vertical plane into one single
equation; this equation contains, as a particular case,
the answer to a variety of problems such as ceiling, best
range, best endurance, m a x i m u m level speed, steepest
ascent, best rate of climb, flattest descent, etc.
(c) T o unify all t h e optimum conditions of t h e me-
chanics of flight in a horizontal plane into another
single equation, analogous t o t h e one discussed in (b).
(d) T o approach design problems such as those
associated with t h e selection of t h e best wing surface
or t h e best aspect ratio for a given performance t o be
optimized.
(2) F u n d a m e n t a l E q u a t i o n s
Denote with T t h e thrust, D t h e drag, L t h e lift, W
the weight, 9 t h e inclination of t h e velocity with respect
to a horizontal plane, a n d co t h e inclination of the t h r u s t
with respect t o t h e velocity. Denote with x = p/p*
the ratio of static pressure a t t h e altitude h t o static
pressure a t t h e altitude h* of t h e tropopause. Indicate
with F t h e flight velocity, a{ir) t h e speed of sound, and
M = V/a t h e M a c h N u m b e r . Assume a drag function
of t h e form D = D(w, M, L) and a t h r u s t function T =
X Incidentally, this writer has recently shown 7 ' 10, n that—
when the acceleration terms are neglected—the results obtained
via calculus of variations are identical to those which can be
obtained with the ordinary theory of maxima and minima.
 T(w, M, /3), where (3 is a variable controlling the enginef to (3), find t h a t particular set which extremizes (i.e.,
performance and having a function analogous to the one maximizes or minimizes) the ^ - f u n c t i o n . " i t
of the accelerator pedal in an automobile. T o this effect, t h e constant Lagrange multipliers
W i t h the previous considerations in mind, the funda- Xi . . . X6 are introduced and the following composite
mental equations of the quasi-steady flight along the expression formed:
tangent and the normal to the flight p a t h are written as
follows:
F = £ X^ (5)
$1(71-, M, L, 6, /3, co) = T(T, M, £ ) C O S CO -
D(T, M,L) - Wsind = 0 (1) where X6 = 1 and <£6 = SF. I t is known from the theory
of the Lagrange multipliers t h a t the necessary conditions
$2(7r, M, L, 6, 13, co) = T(ir, M, /3) sin co + for an extremum are
L - W cos 6 = 0 (2)
dF/dzj = 0 (j = 1, . . . , 6) (6)
For a given weight W, the above two algebraic equa-
tions involve the six variables w, M, L, 6, /3y and co. where z\ = w, z2 = M, s 3 = L, z± = 0, s5 = (3, and zQ = co.
Four degrees of freedom are left and, as a consequence, T h e development of Eq. (6) leads to
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some optimum requirement can be imposed on the set

of solutions of Eqs. (1) and (2). Ai[(dr/d7r) cos co - (dD/dir)] + \2(bT/bir) sin co +
(d/dir) (X3<£>3 + X4$4 + X5$5 + * ) = 0 (7)
(2.1) Additional Constraints
X x K d r / d M ) cos co - (dD/dM)} +
In m a n y engineering applications it is of p a r a m o u n t
\2(dT/dM) sin co +
interest to study particular solutions of the algebraic
(d/dM) (X3<l>3 + X4$4 + X5*5 + * ) = 0 (8)
system formed b y Eqs. (1) and (2), more specifically,
those solutions which simultaneously satisfy a set of
-Ai(dZ>/dL) + ^ +
additional constraints.J T h e latter are symbolically
(d/dL) (X3<l>3 + X4$4 + X3<f>5 + * ) = 0 (9)
indicated asff
-XiPFcos(9 + \2Wsmd +
$ 3 (TT, M, L, 6, (3, co) = 0^
(d/dd) (X3$3 + X4$4 + X5<f>5 + * ) = 0 (10)
$ 4 (TT, M, L, 6, ft co) = 0 (3)
$ 5 (TT, M, L, e, p, co) = o)
Xi(&r/dj8) cos co + \2(dT/d/3) sin co +
(d/d/3) (X3$3 + X4$4 + X5$5 + * ) = 0 (11)
After denoting with n the number of degrees of free-
dom associated with Eqs. (1) to (3), the following
~XiT sin co + X22" cos co +
situation arises: n = 1, if none of the additional con-
(d/dco) (X3$3 + X4$4 + X5$5 + ^ ) = 0 (12)
straining functions is identically zero; n = 2, if only
<J>5 is identically zero; n = 3, if both <£4 and <£5 are
identically zero; and n = 4, if <£3, <£4, and <£5 are identi- (3.1) Explicit Form for the Optimizing Condition
cally zero. I n order to formulate the optimizing condition in an
explicit fashion the 6 X 6 matrix

(3) Statement of the Problem

A<< (13)
A functional expression of the form

y = ^ ( ^ M, L, d, /3, co) (4)

is now considered and t h e minimal problem formulated
as follows: "Among all sets of solutions of Eqs. (1)
t Within the context of the present paper the variable /3 is
termed engine control parameter, thrust control parameter, or power
setting. Nevertheless, its actual physical meaning is not speci-
fied, because of the great variety of existing types of air-breathing
engines and in order to develop a general theory. As an example,
however, |8 can be identified with the number of revolutions
of the turbine-compressor group for a turbojet engine having
fixed geometry or with the position of the fuel control lever, etc.
% Within the context of the present paper the constraints (1)
and (2) are termed fundamental; on the other hand, the con-
straints (3) are termed additional.
ft As an example, a level flight condition is expressed by 6 = 0.
As another example, a condition in which the thrust control
parameter is specified is represented by /3 — const. = 0.
593
is considered [i = 1, . . . , 6; j = 1, . . . , 6]. Its ele-
ments Aij are the partial derivatives (with respect to
the variables of the problem) of the first members of
the constraining equations (<£i, <£2, <£3, $4, $5) and of the
function to be extremized (<£6 = ^ ) .
(3.1.1) Problems With One Degree of Freedom—
Assume now t h a t the first members of the three addi-
tional constraints are not identically zero (n = 1).
After eliminating the Lagrange multipliers from Eqs.
(7) to (12) the optimizing condition is explicitly stated
as follows: "the determinant of order 6 associated with
the square matrix (13) is to be zero"; i.e.,
Jf In practical cases the ^"-function can be the flight velocity,
the flight altitude, the path inclination, the rate of climb, the
range per unit fuel consumed, the endurance per unit fuel con-
sumed, etc.
 594 J O U R N A L OF T H E A E R O / S P A C E S C I E N C E S — S E P T E M B E R , 1959

bT bD bT . d $ 3 b$± d$5 d^ admitting, therefore, the following solution:

— cos co • — sin co —
bw i)ir bw bir br bw bir co = arctan (bD/bL) (16)
bT bD dT . d$3 d$4 d<£>5 b^
cos co • sin co bM bM A drag polar of t h e form
bM bM
bM bM bM
CD = CDo(M) + K(M)CL* (17)
-bD 2)<£ 3 5 $ 4 d$ 5 d^
1
bL bL bL 5L dZ is now considered, where CD is t h e total drag coefficient,
= 0 CL t h e lift coefficient, CD0 t h e zero-lift drag coefficient,
b$3 d<£>4 5 $ 5 d^ and K t h e induced drag factor. After accounting for
w cos e W sin 6
be be d<9 d^ the classical definitions of lift a n d drag, E q s . (16) a n d
T bT . d<£>4 C)*5 (17) lead t o
d$3
- cos co — smco
b(3
3 b/3 &/3 d/3 bp co = a r c t a n (2KCL) (18)
d$3 &^4 d<£5 d ^ in general a n d t o
• T sin co T cos .
dco dco dco dco (14)
^ 2KCL (19)
This equation, in combination with t h e fundamental
for small lift coefficients. T h e following remarks are
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constraints (1) and (2) a n d with t h e additional con-

in order.
straints (3), completely determine t h e solution of t h e
(a) T h e solution expressed b y E q . (19) was origi-
o p t i m u m problem.
nally derived b y Riparbelli 1 for t h e particular case of a
(3.1.2) Problems With Several Degrees of Freedom—
piston-engined aircraft with CD, a n d K independent
If t h e problem admits n degrees of freedom, t h e elimi-
of t h e M a c h N u m b e r . Actually, E q . (19) holds, what-
nation of t h e Lagrange multipliers from Eqs. (7) to (12)
ever be t h e power plant a n d t h e relationship between
leads t o t h e following general rule for t h e optimizing
t h e zero-lift drag coefficient, t h e induced drag coeffi-
condition: "extract from matrix (13) any n non-iden-
cient, a n d t h e M a c h N u m b e r .
tically zero determinants of order 7 — n; set the above n
(b) T h e o p t i m u m inclination of t h e t h r u s t axis [Eq.
determinants equal to zero.''
(16)] holds n o t only for level flight, b u t in general for
all those flight conditions where t h e additional con-
(4) Analysis of Some Special Problems
straints and t h e function t o be extremized are such t h a t
T h e dominant characteristic of t h e previous solu-
tions is t h a t they unify all t h e o p t i m u m conditions of b$i/bL = 0, d<Vdco = 0 (i = 3, 4, 5, 6) (19a)
t h e mechanics of flight in a vertical plane into a single
(c) T h e o p t i m u m inclination of t h e t h r u s t axis in
generalized t r e a t m e n t . T h e answer t o particular
unaccelerated flight [Eq. (16)] is formally identical
problems is simply found b y properly specializing t h e
with t h e analytical expression which can b e calculated
four functions $3, $4, $5, a n d ty. This concept is illus-
b y more sophisticated variational procedures for
t r a t e d in t h e following sections.
accelerated flight.2- 3
(4.1) Optimum Inclination of the Thrust Axis
I t is desired t o maximize t h e speed in level flight for (4.2) Maximum Range at a Given Altitude
a given altitude a n d a given t h r u s t control parameter. Consider an aircraft operating in level flight a t a cer-
After setting tain prescribed altitude f a n d assume t h a t t h e t h r u s t
^ = M a(w) \ and t h e velocity are parallel. Denote with c(w, M, /3)
<$>z = d= 0 { the specific fuel consumption—i.e., t h e weight of fuel
(15) consumed per unit time a n d unit thrust.
$4 = 7r — const. = 0(
<£5 = /3 — const. = 0 / T h e problem of t h e maximum instantaneous range
per unit fuel consumed consists of extremizing t h e
the determinantal equation (14) becomes
quantity
bD bT . ~ . ^da
C O S CO
— sin co 0 1 0 M— ^ === Ma(ir)/c(T, M} I3)T(T, M, (3) (20)
bw bir dir
subject t o t h e equations of motion a n d to t h e following
bT bD bT .
cos co — sin co 0 0 0 a additional constraints
bM bM bM
<£3 = 7T — const. = 0 j
1 0 0 0 0 = 0 $4 = e = 0 [ (21)
~dZ $ 5 = co = 0
-w 0 1 0 0 0 One degree of freedom is left a n d t h e optimizing con-
bT bT . dition is consequently expressed b y E q . (14), t h a t is, b y
C O S CO
— sm co 0 0 1 0
b/3
f The engine control parameter /3 is not prescribed in the present
— T sin co T cos co 0 0 0 0 (15a) problem.
 L A G R A N G E M U L T I P L I E R S 595

5 ( r - D) d 'Mai the o p t i m u m M a c h N u m b e r varies, generally decreas-

0 1 0 0
bw -CTJ ing as t h e flight progresses, f
When t h e M a c h N u m b e r derivatives of c, K, and
b(T - D) YMa" CDo are ideally zero, Eqs. (26) and (27) reduce to
0 0 0 0
bM ICT.
R = 1/3 (28)
_bD
1 0 0 0 0 = 0 (21a)
bL M = </S(K/CDo) V2W/rpS (29)

-W 0 0 1 0 0 i.e., to the conditions indicated, among others, b y Ash-

kenas, 4 Santangelo, 5 and Lippisch 9 in connection with
bT Ma
0 0 0 0 the flight performances a t relatively low speed.
b(3 d/3 CT Remark—For a piston-engined aircraft the specific
0 T 0 0 1 0 fuel consumption referred to the unit t h r u s t (c) and the
specific fuel consumption referred to the unit power
T h e above expression leads to (cP) satisfy the relationship

b(T - D)/bM (b/bM)(Ma/cT) c = cP(Ma/yj)

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= 0 (22)
bT/b/3 (b/b(3)(Ma/cT) where 77 is t h e efficiency of the propeller. Assuming t h a t
the ratio cP/rj is ideally independent of the M a c h N u m -
a relation which, after accounting for the constraining ber, one obtains
equations, yields
d log c/b log M = 1
(d log c/b$) [b log {T/D)/b log M] +
Consequently, the optimum ratio of induced drag to
(b log r/dj8) {1 - [b log (cD)/d log M]\ = 0 (23)
zero-lift drag becomes
T h e ideal case of an engine such t h a t bc/b/3 == 0, R = 1
bT/bfi 7^ 0 is now considered. Eq. (23) consequently
reduces to in the region where the derivatives of K and CD0 with
respect to M a c h N u m b e r are zero. Furthermore, the
d log (cD)/b log M = 1 (24) o p t i m u m N u m b e r becomes

For a polar obeying Eq. (17) the logarithmic derivative M = </K/CDo V2W/ypS
of the drag with respect to M a c h N u m b e r takes t h e
form (4.3) Maximum Endurance at a Given Altitude
T h e problem of t h e m a x i m u m instantaneous endur-
dlog£>
ance per unit fuel consumed consists of extremizing
b log M ~
¥ = 1A(TT, M, P)T(T, M, 0) (30)
2 + (dlog CDo/d\og M) + R[-2 + (dlogK/dlogM)]
1 + R subject to t h e constraints (1), (2), and (21). T h e num-
ber of degrees of freedom being n = 1, Eq. (14) reduces
(25)
to
where R = K CL2/CD0 is the ratio of induced drag co-
b(T-D)/bM (b/bM)(l/cT)
efficient to zero-lift drag coefficient. As a consequence, = 0 (3D
Eq. (24) is transformed into bT/bfl (d/b(l)(l/cT)

1 + [5 log (cCDt)/b log M] If the specific fuel consumption in independent of the

(26) t h r u s t control parameter, then Eq. (31) yields
3 - [d log (cK)/d log M]
b log (cD)/b log M = 0 (32)
Notice t h a t t h e o p t i m u m M a c h N u m b e r is to be con-
sistent with the relationship For a parabolic drag polar, the following results are
obtained:
2W
ypS
== M2
#V£ [d log (cCDo)/d log M]
[b log ( c X ) / d log Af]
(27)
R =
2 + [d log (cCDo)/d log M]
2 - [d log (cK)/d log M]
(33)

where 7 is the ratio of specific heat at constant pressure

to specific heat at constant volume (air), p t h e local
atmospheric pressure, and S a reference surface for the
aerodynamic coefficients. Consider now a long-range
cruise trajectory and assume t h a t the optimizing condi-
tion (27) is maintained at all time instants. T h e follow-
ing situation arises: owing to t h e consumption of fuel,
t h e weight W varies along the p a t h . As a consequence,
t If the overall range is desired, the following differential equa-
tion is to be integrated
d X
dW~ ~*
where the instantaneous value of S& results from the solution of
the local optimum problem. The integration process leads to
closed form expressions only for particular cases, for example,
the case represented by Eqs. (28) and (29).
 596 JOURNAL OF T H E A E R O / S P A C E S C I E N C E S - S E P T E M B E R , 1959

2W [2 JCn, 12 + [d log (cCDa)/d log M] Consider now a long-range cruise trajectory a n d as-
M2 (34) sume t h a t t h e optimizing condition (41) is maintained
ypS T K \ 2 - [d log (cK)/b log M]
a t all points. I n view of t h e fact t h a t t h e instantaneous
When t h e M a c h N u m b e r derivatives of c, CDQ, and K weight W does n o t appear in E q . (41), one deduces t h a t
are ideally zero, t h e previous expressions lead t o (see, for t h e cruise is performed a t constant M a c h N u m b e r (M)
instance, reference 5) and a t constant ratio (R) of induced drag to zero-lift
drag. T h e instantaneous lift coefficient CL being a
72=1, M = </K/CDQ V2W/ypS (35) constant, it follows t h a t t h e ratio T^/V has a constant
value as t h e flight progresses; this concept is t h e origin
{4.4) Maximum Range for a Given Thrust Control of t h e cruise-climb technique already outlined b y
Parameter Ashkenas 4 for t h e case where M a c h N u m b e r effects on
Consider t h e problem of maximizing t h e expression K, CD0, C* , 2"* are n o t considered. Rigorously speaking,
(20) for t h e case where t h e engine control parameter /3 is the above cruise-climb contradicts t h e hypothesis 6 = 0.
prescribed.f Assuming three additional constraints Actually, however, t h e values of 0 are so small (order
of t h e form of m a g n i t u d e : 10~ 3 radians) t h a t t h e weight com-
ponent on t h e t a n g e n t t o t h e flight p a t h is less t h a n 1
$ 3 = p - const. = 0 J per cent of t h e thrust. T h e assumption 9 = 0 is, there-
(36)
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$4 = 0 = 0 > fore, more t h a n justified with regard t o practical engi-

neering applications.
$5 = w = 0 )
For t h e ideal case where t h e M a c h N u m b e r deriv-
the op imizing condition [Eq. (14)] reduces to atives of CD0, K, C*, and T* are zero, E q s . (40) and
(41) lead to 5 - 6
d(T - D)/bir (b/dw)(Ma/cT) = 0 (37)
d(T - D)/dM (d/dM)(Ma/cT) R = 1/2, M = V±T*/3yp*SCDo (42)

(4.4.1) Turbojet Aircraft Operating in the Strato- (4.5) Maximum Endurance for a Given Thrust Control
sphere—Attention is now focused on an ideal turbojet Parameter
engine operating in t h e isothermal region of t h e strato- For t h e problem of maximizing t h e q u a n t i t y (30),
sphere (a = constant) according to t h e laws subject to t h e equations of motion and to t h e additional
T = TT*(P, M), c = c*(fi, M) (38) constraints (36), t h e optimizing condition is given b y

where t h e subscript * denotes magnitude evaluated a t b(T - D)/dir (d/d7r)(iAr)

= 0 (43)
the tropopause. | d(T - D)/bM (d/dM)(l/cT)
For a parabolic polar, t h e logarithmic derivative of
the drag with respect to t h e pressure ratio takes t h e For a parabolic drag polar and for a turbojet engine
form operating in the isothermal stratosphere according to
Eqs. (38), the optimizing condition leads to
d log D/d log 7T = (1 - R)/(l + R) (39)
2 + [b log (CDc/T*)/d log M]
As a consequence, Eq. (37) yields the optimum ratio J R = (44)
of induced drag to zero-lift drag7 2 - [d log ( i ^ * 2 r * ) / d log M]

2 + [d log ( G y T * ) / d log M] 2T* 4 - [d log (Kc^T^/CDo)/d log M]

CDoM2 2
4 - 2
[d log (Kc* f*)/d log M] {
' yp*S 2 - [dlog (Kc* T*)/b log M]
(45)
In turn, the Mach Number is to be consistent with the
fundamental equation ft (see reference 7) When t h e M a c h N u m b e r derivatives of CDQ, K, T*, C*
are zero, t h e above expressions reduce to
2 r 6
* r w " [ d l o ^ (Kc*2T**/CDo)/b log M]
R = 1, M = Vr*/vp*SCDo (46)
yp*S 4 - [d log (Kc*2T*)/b log M]
(41) implying t h a t t h e optimum operating altitude is
identical with t h e theoretical ceiling of t h e aircraft. % %
f The flight altitude (i.e., the pressure ratio w) is not prescribed
in the present problem. (4.6) Altitude for Maximum Speed in Level Flight
X The optimum ratio of induced drag to zero-lift drag can be
considerably different from the value obtained from the low speed Assume now t h a t t h e t h r u s t and t h e velocity are
flight theory. In a typical case, R may range from 1/4 to 4 parallel, t h a t t h e trajectory is horizontal, and t h a t t h e
times the subsonic value. engine control parameter is given. T h e altitude for
ft For a given thrust control parameter, Eq. (41) may admit
which t h e speed is stationary is to be found b y extrem-
either one or several solutions^—i.e., several Mach Numbers
yielding a stationary range—depending upon the thrust level izing
and the aerodynamic characteristics of the aircraft. When
several solutions exist, a comparison of their relative merits tt The application of the present general method to the study
is to be carried out by evaluating the "^-function, supplied by of the ceiling or the fastest ascent 10 is omitted from the present
Eq.(20). article for the sake of brevity.
 L A G R A N G E M U L T I P L I E R S 597

* = Ma(ir) (47) the optimum wing area (5), i.e., the wing surface which
extremizes the function (4), subject to t h e constraints
subject to the constraints (36) and to the equations of (3) and the equations of motion. { Two new elements
motion. T h e development of the determinant (14) m u s t be considered—namely, a drag function D =
leads to the important equation D (?r, M, L, S) and a weight function W = W(S). As
[d log (T/D)/d log TT] - a consequence, the set of six Eqs. (7) to (12) m u s t be
completed b y a seventh equation, relative to the opti-
(d log a/d log TT) [d log (T/D)/d log M ] = 0 (48)
mization of S. After assuming <£>* (i = 3, 4, 5, 6) inde-
This equation has no solution for a turbojet aircraft pendent of S, this seventh equation reads as follows:
operating in the isothermal stratosphere f in accordance
with the hypotheses of Section (4.4.1). Consequently, AxKdZVdS) + (dW/dS) sin 6] +
two alternative possibilities m u s t be inferred—either \2{dW/dS) cos S = 0 (54)
the altitude for maximum speed is located in t h e tropo-
sphere or t h e highest value for the velocity (not a maxi- For d^i/dL = 0 (i = 3, 4, 5, 6), Eq. (9) simplifies into
m u m in the analytical sense) is reached at t h e tropo-
pause. X^dD/dL) - X2 = 0 (55)
Downloaded by PURDUE UNIVERSITY on October 20, 2015 | http://arc.aiaa.org | DOI: 10.2514/8.8209

Elimination of the multipliers from Eqs. (54) and (55)

(4.7) Steepest Climb
yields the i m p o r t a n t relation
T h e unaccelerated steepest climb problem consists
of extremizing (dD/dS) + (dW/dS) [sin e + (dD/dL) cos B] = 0
(56)
* = e (49)
Despite the generality of the above result, a word of
subject to the constraints
caution is in order. Unavoidably, an aircraft design is
$3 = /3 — const. = 0^ always a compromise between m a n y contrasting re-
$ 4 = TT - const. = 0> (50) quirements. As a consequence, the o p t i m u m aero-
$ 5 = co = 0 ) dynamic configuration indicated by Eq. (56) is to be
taken cum grano satis.
and to the equations of motion. T h e determinant
(14) is once more applied, leading to
(6) Curvilinear Flight in a Horizontal Plane
d log (T/D)/b log M = 0 (51) T h e theory developed for motion in a vertical plane
I t should be noticed t h a t this result also holds for the can be immediately extended to cover t h e optimum
flattest descent of a glider (T = 0), leading to flight conditions in a horizontal plane. I t is assumed
t h a t t h e tangential acceleration is zero, t h a t t h e t h r u s t
d log D/d log M = 0 (52) is tangent to the flight path, t h a t the velocity is con-
tained in the plane of symmetry of the aircraft, and
in general and to t h a t t h e resultant aerodynamic force is also contained
2+(d log CDQ/d log M) in the plane of symmetry.
R = (53) After projecting the equation of the motion on the
2 - (d log K/d log M) axes of the principal trihedral associated with the flight
for a parabolic drag polar. Consider now the all- p a t h (tangent, principal normal, binormal) one obtains
supersonic domain and assume, for simplicity, t h a t
<£>! = T(T, M, 13) - D(TT, M, L) = 0 )
CD 0 is proportional to Mx~2 (where x is a constant) 2
$ 2 = L s i n <p - (W/g) {M [a{ir)Y/r} = 0> (57)
while K is proportional to M. Eq. (53) yields R = x,
$ s == L cos <p - W - 0 )
implying t h a t the induced drag for flattest glide is equal
to the zero-lift drag for the linear drag law (x = 1), b u t where <p is the angle of bank and r the radius of turn.
twice the zero-lift drag for the quadratic drag law For simplicity, the problem of extremizing ^ =
(x = 2). >&" (M, L, <p, r) is considered, subject to Eqs. (57) and
to the further constraints
(5) Design Considerations
$ . = p - const. = 0) ( ,
}
The method previously outlined yields the best $ 5 = *• - const. = 0j ^
flight performances for a given aircraft configuration
and for a given engine. T h e same method can be em- By analogy with t h e t r e a t m e n t of Section (3), t h e
ployed to solve important design questions. optimizing condition is written as follows:
As an example, consider the problem of determining
f The solution to the general problem of optimizing a con-
t Numerical analyses show that the speed for level flight is a figuration which depends upon m arbitrary parameters has been
monotonically decreasing function of the altitude. indicated by the writer in reference 12.
 598 JOURNAL OF THE A E R O / S P A C E S C I E N C E S — S E P T E M B E R , 1959

d(T - D) -2W Ma2 0 d^ (8) Remark

dM g r dM T h e cases of flight in a vertical plane and in a hori-
dD sin ip COS ip by zontal plane are, actually, particular aspects of a more
bL bL general flight condition—namely, helicoidal flight.
= 0 (59)
0 L cos (p — L sin ip I n this connection, t h e writer has developed another
dip general determinantal equation, valid for optimizing a
0 W M2a2 0 df helicoidal flight condition. Considerations of space,
dr however, have inclined the writer to omit t h e t r e a t m e n t
g ^
of the helicoidal case from the present article.
(6.1) Particular Types of Turns
Three special types of t u r n s are now considered:
References
(a) turning flight with maximum angle of b a n k (^ =
1
<p); (b) turning flight with maximum angular velocity Riparbelli, C , Sul Migliore Calettamento delVAsse di Trazione,
Atti di Guidonia, Nos. 65-66, February, 1942.
(>£• = Ma(r)/r); (c) turning flight with minimum 2
Miele, A., General Variational Theory of the Flight Paths of
radius of curvature (ty = r).
Rocket-Powered Aircraft, Missiles and Satellite Carriers, Astro-
T h e optimizing condition is written in t h e elegant nautica Acta, Vol. 4, No. 4, pp. 264-288, 1958.
Downloaded by PURDUE UNIVERSITY on October 20, 2015 | http://arc.aiaa.org | DOI: 10.2514/8.8209

form 3
Breakwell, J. V., The Optimization of Trajectories, North
American Aviation, Inc., Report No. AL-2706, August, 1957.
[blog(T/D)/dlogM] - 4
Ashkenas, I. L., Range Performance of Turbo-jet Airplanes,
N(dlogD/dlogL) [1 - (W*/L*)] = 0 (60) Journal of the Aeronautical Sciences, Vol. 15, No. 2, pp. 97-101,
February, 1948.
where N is a constant having t h e following values: 5
Santangelo, G., Suite Car alter istiche di Volo degli Aeroplani
N = 0, for ^ = ip con Turboreattore, L'Aerotecnica, Vol. 27, No. 5, pp. 323-331,
October, 1947.
N = 1, for ^ = Ma(ir)/r 6
N = 2, for ^ = r Edwards, A. D., Performance Estimation of Civil Jet Aircraft,
Aircraft Engineering, Vol. 22, No. 254, pp. 94-99, April, 1950.
For t h e particular case where thrust, zero-lift drag 7
Miele, A., Variational Approach to the Stratospheric Cruise
coefficient, and induced drag coefficient are independent of a Turbo-jet Powered Aircraft, ZFW, Vol. 6, No. 9, pp. 253-257,
of the M a c h Number, Eq. (60) can be shown t o yield September, 1958.
8
the simplified relationships already calculated b y t h e Miele, A., Steady Properly-Banked Turns of Turbo-jet Pro-
writer in reference 8. pelled Airplanes, NACA T M 1382, March, 1955.
9
Lippisch, A., Performance Theory of Airplanes with Jet Pro-
(7) Conclusions pulsion, Headquarters Air Materiel Command, Wright Field,
Dayton, Ohio, Translation Report No. F-TS-685-RE, October,
An analytical method is developed for investigating 1946.
10
extremum problems of t h e quasi-steady mechanics of Miele, A., Lagrange Multipliers and Quasi-Steady Flight
flight. A generalized solution is obtained in a detri- Mechanics, Purdue University, School of Aeronautical Engineer-
minantal form. This solution unifies all t h e optimum ing, Report No. A-58-4, May, 1958.
11
conditions of motion in a vertical plane into a single Miele, A., Minimal Maneuvers of High Performance Aircraft
in a Vertical Plane, Purdue University, School of Aeronautical
equation. An analogous result is obtained for t h e
Engineering, Report No. A-58-3, May, 1958.
optimum conditions in a horizontal plane. T h e appli- 12
Miele, A., Some Recent Advances in the Mechanics of Terres-
cation of the above method to design problems is pointed trial Flight, Jet Propulsion, Vol. 28, No. 9, pp. 581-587, Septem-
out. ber, 1958.

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