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Aircraft performance by Maido Saarlas

By Maido Saarlas

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Thus, it will be useful to review the drag expressions in some detail. As a result, several specific relationships of general interest can be established that will be of use in simplifying the general performance calculations carried out in subsequent chapters. 2 Drag and Drag Polar Although the drag and the drag coefficient can be expressed in a number of ways, for reasons of simplicity and clarity, the parabolic drag polar will be used in all main analyses. For most of the existing (highspeed) aircraft, the drag cannot be adequately described by such a simplified expression.

88 V 2s c. 1. 496 flight at 423 ft/sec at the point of stalling out the aircraft. In practice, for safety reasons, such low (stall) speed should never be attempted. Moreover, near-stall high lift coefficients may cause sufficiently high drag that can exceed the powerplant capability. 1 General Considerations In the last section, the low end of flight spectrum was explored in some detail. It was found that, for steady flight condition and in absence of concerns about thrust, there exists a minimum velocity—the stall speed.

To round off the approximate method, a second approach to the velocity solution is to set the thrust available equal to thrust required, Ta ϭ Tr ϭ D, by use of Eq. 53) and to solve for the velocity V. 54) where the positive sign is used for maximum velocity and negative sign for minimum velocity. It should be noted that Ta represents any available thrust (at a given throttle setting) at an altitude and is assumed to be independent of velocity in Eqs. 54. Thus, Eq. 54 avoids the curve-fitting process to determine the constants m, To, A, and B in Eqs.

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