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

By W. Austyn Mair, David L. Birdsall

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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 shape of the curve shown for /? 2 is necessary for an understanding of that shape. The lift coefficient C L is zero at a slightly negative incidence and increases linearly with oc until the stall starts to develop, in this case at oc«14°. The drag coefficient C D is minimum at a small positive incidence and of course never falls to zero. 1, and the values of oc for C L = 0 and for minimum C D obviously depend on that definition. With any definition commonly used C L is usually zero for a negative value of oc but C D may sometimes be minimum for a value of oc that is close to zero or even negative.

5 /! 5. Components of p/Pm for straight and level flight. 19) and of course all the results to be derived later in terms of v can be expressed in terms of nx if required. 18) all show ft as the sum of two terms. 20) and the second is K2CL = QVe-2 = $l3mv-2. 18), together with their sum. It should be remembered of course that the curves become unrealistic when v is either so low that stalling occurs or so large (especially at high altitudes) that the high Mach number causes an increase of C D . 1.

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