Aircraft Performance (Cambridge Aerospace Series 5) by W. Austyn Mair, David L. Birdsall PDF
By W. Austyn Mair, David L. Birdsall
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Extra info for Aircraft Performance (Cambridge Aerospace Series 5)
The rate of increase of potential energy is WVC and this must be equal to the difference between the thrust power FV and the rate at which Introduction to climbing performance 23 energy is dissipated by drag DV. Thus WVC = V(F-D) or Vc=V(f-P), if cos y = l , so that L = W. 9) and the fact that the rate of climb is maximum when the product V(f - fi) is maximum. It is also clear that the maximum rate of climb varies with height, as the engine characteristic / has already been seen to decrease with increasing height.
6) representing the simple parabolic drag law shows that P = CJC^ = KJCL + K2CL. 11) Any function of the form Axn + Bx~n, where A, B and n are constants, has a minimum value when Axn = Bx~n. 12) and the minimum value itself is /3 m = 2(A:1A:2)1/2. 4). 15) where P and Q vary with the wing loading w, for a given aircraft with fixed values of Kx and K2. 16) so that K* = (Q/P)1/4 = (2Wpo) 1/2 (tf 2 /K0 1 / 4 . e. when L = W. The speed Vc* is defined as the EAS for minimum /J when this condition is satisfied, but when y is not small and L = W cos y, the EAS for minimum )8 is different because it depends on the relation between/, y and /?
2 are typical of an aircraft with a cambered wing section and show that the minimum in C D occurs at a small positive value of C L and is not related to any special feature of the lift curve; in particular it does not occur at zero lift. The same remark applies to the viscous drag coefficient which is usually minimum at a small positive lift coefficient and rises as the lift coefficient increases above this value. 4 SPILLAGE DRAG The form of the streamlines approaching an engine intake depends on the flow rate through the engine and hence on the engine thrust.
Aircraft Performance (Cambridge Aerospace Series 5) by W. Austyn Mair, David L. Birdsall