Estimation of Flight Performance of Mirage
2000 Aircraft with Microsoft Excel
P/C RABEYIA, A/C GOHAR, A/C YOUSAF, A/C MOHAMMAD RAZA
Aerospace Engineering Department,College of Aeronautical Engineering,NUST
Risalpur,Pakistan
Abstract — In this paper we have analyzed the
physical characteristics and flight behavior of
Mirage 2000 aircraft. With the help of
analytical and graphical estimation of the
performance evaluation of the whole aircraft
using Microsoft Excel, we have analyzed and
predicted its performance.
Keywords—Weight, length, wing-span area,
dihedral angles, aspect ratio, wing-loading,
wing-span, drag polar, stall, rate of climb,
turning performance, time to climb, range and
endurance.
1.INTRODUCTION
Fig.1 Mirage 2000 Aircraft
Despite being similar to the Mirage
III/5 and 50, the Mirage 2000 is not a
variant of either of them. It is a
completely new aircraft as compared
to both with eminent interceptor
controls. It also carries laser guided
missiles rockets and bombs for its
ground-attack role (secondary role).
1
One of the versions of this aircraft
possesses nuclear standoff capability.
The Mirage 2000 D
geometrical characteristics and the
main performance data are the same
as those of the Mirage 2000-5.
The process of aircraft design is
sub-divided into multiple disciplines.
During analysis of the aircraft’s
performance, there must be
optimization of the design mission
parameters. Optimization of mission
performance is particularly a
challenging task, especially for those
mission profiles which are complex or
hybrid-electric propulsion. Therefore,
the purpose of this study is to analyze
the physical characteristic of Mirage
2000 through performance analysis at
increasing velocities which is more
applicable to combat profiles and to
novel designs.
2.METHODOLOGY
The method developed uses a
graphical approach which is
computationally efficient using
Microsoft Exel software. The scope of
this paper is limited to the
methodology that allows variation in
input variables for advanced
performance analysis with an
emphasis on the effect of variation in
speed of the aircraft at various 4. AIRCRAFT VIEWS
altitudes on parameters of rate of
climb, power and thrust required in (A) Side view
retrospect to power and thrust
available respectively as well as time
to climb.

3.AIRCRAFT CHARACTERISTICS

The general characteristics of Mirage 2000 are as (B) Front View

follows:
Length 49.2 ft
Span 26.97 ft
Height 14.8 ft
Max cross sectional 19.78 ft2
area
Diameter 5.03 ft
Empty fuselage 14512 lbs (C) Top view
Clean aircraft 19840 lbs

The characteristics of the wings of the aircraft are

as follows:
Area 375 ft2
Span 26.97 ft2
Taper ratio 0.0533
Sweep(LE) 60.60
Dihedral -10
Incidence 00
Twist 00 5. GRAPHICAL APPROACH
Aspect ratio 1.939 (A) R/C) max vs Altitude Graph

The characteristics regarding the horizontal tails

are as follows:
Area 10.56ft2
Aspect ratio 2.56
Taper ratio 0.9
Sweep (LE) 4.50
The characteristics regarding the vertical tail are
as follows:
Aspect ratio 2.61
Taper ratio 0.24
Sweep 63.50
Area 28.8 ft2

2
The above-mentioned graph shows us the
variation of R/C max with the height. In this we
have two special terms named as Absolute ceiling
and Service ceiling. We have the equation y=-
166.92x+84936, which gives you the slope of this
specified curve. In this, putting the value of x=0
we get the absolute ceiling as 84936ft. Similarly,
by putting the value of x= 100 ft we get the
service ceiling as the 69000 ft. In the beginning
when the R/C max was zero we had the maximum
altitude. As we decrease the altitude the rate of
climb increases or vice versa. Therefore, giving
us the negative slope of the curve.
Now to carry the values we gradually increased
the height in order to find the R/C max and zero.
The negative slope shows you the gradual
decrease in the height with respect to velocities.
(B) Pa and Pr Vs Velocity graph at
Sea level and
30,000 ft
The above-mentioned graph shows you the
variation of Power available at sea level, Power
available at the height of 30,000 ft, Power
required at sea level and Power required at 30,000
ft, the light green line shows you the power
available at sea level. This is obtained by varying
the velocities with respect to the height. By
increasing the value of velocities, we get a linear
change in the power available values remaining
at certain height that is sea level. The dark green
line shows you the power required values at the
3
height of 30000ft with respect to the varying
velocities. The power required values have the
unique variation. At first, by increasing the values
of velocities the power required decreases, but
coming to the value of velocity of 1000ft/sec, it
starts to increase till the last.
Now we talk about the blue line which is
being defined as the power avilable at the
30000 ft of height. It has the same increasing
linear relation with the varrying velocites.
But its slope as compared to that of power
availiable at the sea level, is less. Talking
about the yellow line, it has the same effect
of power required a the sea level.
These graphs indeed show us that the height
places a vital role in these aspects. We have
different fashions of ines for the sea level and
different fashions for height of 30000 ft.
( C ) Ta and Tr vs Velocity
Initially, as the velocity of aircraft increases,
the curve shown with blue that is of Thrust
Required (TR) at 30,000 ft, drastically
decreases. Then at about V= 700m/s, the TR
curve becomes almost constant with the
increase in velocity.
The green curve (TR SEA LEVEL) at first
instant has a decreasing trend with the
increase in velocity. Then, it reaches a
constant and at about V= 1000m/s, it slightly
increases to TR SEA LEVEL = 8000.
The yellow coloured TA SEA LEVEL
remains same (constant) at about 15,000
throughout the range of velocities.
The dull green coloured TA 30000 FT also
remains same (constant) throughout the range
of velocities.
(D) Vv vs Vh graph
In hodograph, VH is the horizontal
component and VV is the vertical
component. In this case, VV increases with
the increase in VH till 1500. Then, it tends to
decrease with the increase in VH.
Here, VV = Vsin? =Rate of Climb= R/C
and VH = Vcos?.
At VH = 100m/s, VV = -90m/s and at VH =
1450m/s ,VV = 510m/s. Then at about VH =
1820m/s , VV = 470m/s.
(E) Time to climb
The above-mentioned graph shows you the
variation of the altitude and the R/C-1. Here we
have a unique variation of R/C-1 with respect to
4
the height. At the start, by increasing the height
up to the 10000ft, its value increases drastically
to 0.04. then it decreases comes to a straight-line
change as we further increase the height. it makes
curve in such a way that it defined the increase
and decrease curves respectively.
6.CONCLUSION
Since the methodology which is employed has
used the methods which are already existing and
have been validated, this paper, therefore, does
not comprise of an all-inclusive validation. Other
domain, like cost analysis, the assessment of the
life-cycle of the aircraft or its market
requirement, have not been considered. The
method we have proposed makes it possible to
obtain the desired optimum mission performance
as well as the performance of the aircraft in off-
design conditions. An analysis of the mission
performance of Mirage 2000 on a more thorough
scale of gives us results pertaining to the design's
capabilities as well as the aircraft limitations in
terms of its performance as well as its
effectiveness, consequently helping in achieving
a design which is a more efficient. Recent
developments like in the areas of the Mirage drag
chute system limitations have resulted in the
requirement for the computation of performance
tools helping with the design process for next
generation aircrafts. The method presented in this
paper are of more value when concepts of design
conditions are investigated with complex mission
profiles.
7.REFERENCES
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http://www.pdas.com/datcom.html.
[2] R. C. Nelson, Flight Stability And
Automatic Control.
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https://www.mathworks.com/products/
matlab.html.
[4] Bandu M. Pamadi,Performance,Stability,
Dynamics and Control of Airplanes.
[5] [Online]. Available:
https://en.wikipedia.org/wiki/PAC_MFI-
17_Mushshak
[6] [Online]. Available:
https://www.pac.org.pk/mushshak
[7] Syed Muhammad Mateen Javad and
Abdul Rauf, "Study of effect on static
longitudinal stability of an aircraft with
change in wing configuration."
[8] "Draw Your DATCOM Aircraft," [Online].
Available: https://zerocrossraptor.
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