Aircraft Performance (Cambridge Aerospace Series 5) - download pdf or read online

By W. Austyn Mair, David L. Birdsall

ISBN-10: 051160713X

ISBN-13: 9780511607134

ISBN-10: 0521362644

ISBN-13: 9780521362641

ISBN-10: 0521568366

ISBN-13: 9780521568364

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Sample text

Lines of constant Mach number. 400 18 Basicflighttheory ratio. In general, MD also decreases to some extent as C L increases, but there is often a range of low lift coefficients for which it is nearly constant. 7 shows some results of wind tunnel measurements given by Lock (1986) for a wing of modern design mounted on a body. 7. 5. 85 as shown by the broken line. 3 for a wing loading of 5000 N/m2. 7. Rise of C D at high Mach number, as given by Lock (1986). 25 , i = 2 km . 8. Effect of Mach number on p-Ve relation.

In many cases there is some decrease of thrust with increasing speed as shown in the figure, but for turbojet and turbofan engines the effect of varying speed may be small in the range of speed used for cruising and climbing and is often neglected in approximate performance calculations, so that the / curves in a figure such as this become a set of horizontal straight lines. 3) shows that if cos y = 1 the vertical distance between the / and ft curves is equal to sin y, where y is the angle of climb at maximum thrust.

The spillage drag is assumed to be independent of lift coefficient. 1 VORTEX DRAG At subsonic speeds and in many cases also at supersonic speeds the most important component of lift-dependent drag is the part that is associated with the formation of a trailing vortex sheet behind the wing. This component of drag has already been discussed briefly in Chapter 2 and reference has been made to Clancy (1975). The name used for this component by Clancy and by numerous other authors is 'induced drag' but this name will not be used here because it is ambiguous; it has sometimes been used to mean the total liftdependent drag.

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Aircraft Performance (Cambridge Aerospace Series 5) by W. Austyn Mair, David L. Birdsall


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