By W. Austyn Mair, David L. Birdsall
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Additional info for Aircraft Performance (Cambridge Aerospace Series 5)
For a long-range transport aircraft the weight of fuel used may be as much as 40% of the take-off weight, so that the wing loading may drop from 5500 to 3300 N/m 2 over the course of a long flight. 2, which refers to a civil transport aircraft in the cruising configuration, with a wing of aspect ratio about 9. 2 are C L and 10CD, because C D is of order CL/10. 3. 3 different scales are again used for CL and C D . The curve relating C D to CL is known as the drag polar for the aircraft because, if the scales of C D and CL are the same, any point on the curve gives in polar coordinates the magnitude and direction of the resultant aerodynamic force, expressed as a dimensionless coefficient Thus the straight line drawn from the origin to any point on the curve represents this non-dimensional force vector and the slope of the straight line is equal to the ratio ft = Cu/C^, the reciprocal of the ratio L/D which is a measure of aerodynamic efficiency.
045. Find the values of Pm, Ci* and Ve* when the wing loading is 5 kN/m 2 . 2. 0569. 6 m/s. 0 m/s. 0683. 0683. 1317. 991 and justifies the assumption that cos y = 1. 3 m/s. 4 Power required to overcome drag The power required to overcome drag is the drag power DV and the speed at which this is a minimum has already been discussed briefly in Chapter 2. 22) and for given W and a this is minimum when f$Ve is minimum. 4) shows that so that and this must be minimum for minimum drag power. It should be noted that this result is independent of any assumptions about the drag polar or its representation by an equation.
The Lockheed SR-71 Blackbird reconnaissance aircraft has an exceptionally high ceiling of more than 25 km, roughly double that of a typical jet transport. e. there is one speed above Vec and another speed below it for which the intercepts between the / and /? curves are the same. The conditions Vc > Vec and Vc < Vec define two distinct flight regimes, the first having speed stability and the second speed instability. It will now be shown how these two regimes differ in a return to steady equilibrium flight after a speed disturbance.
Aircraft Performance (Cambridge Aerospace Series 5) by W. Austyn Mair, David L. Birdsall