By W. Austyn Mair, David L. Birdsall
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Extra resources for Aircraft Performance (Cambridge Aerospace Series 5)
To maintain the same intercept (rising to the point b) the thrust required would be greater than that available, thus there would be a thrust deficit and the speed would fall back to its original value. 12. Intercepts used to explain speed stability. 28 Basic flight theory maintenance of a constant intercept for the same positive speed perturbation AVe (dropping to the point c) would require a thrust smaller than that available. There would then be an excess of thrust causing the speed to increase up to V e + , where equilibrium would again be established at the angle of climb y.
3. Simple parabolic drag law shown fitted to a real drag curve. represent the drag coefficient at zero lift, as the equation implies. This notation is not used here because it can lead to confusion between the constant used in the equation and the true value of C D at zero lift. 2). 6) becomes The factor k has often been called the 'induced drag factor' or the 'lift-dependent drag factor' but neither of these names will be used here because both are ambiguous. 'Induced drag factor' has been used to mean either ky or k and iift-dependent drag factor' has been used to mean either K2 or k.
Drag equations The drag acting on an aircraft is of supreme importance in determining either the performance obtainable with a given thrust or the thrust required to achieve a specified performance, the latter being important because for a given speed the rate of consumption of fuel is approximately proportional to thrust. This chapter gives a brief account of the principal components of drag and the essential flow mechanisms on which they depend. Particular attention is paid to the nomenclature used for the drag components and to the conditions for various minima, because the undisciplined use of some of the terms has led to confusion in the past.
Aircraft Performance (Cambridge Aerospace Series 5) by W. Austyn Mair, David L. Birdsall