By W. Austyn Mair, David L. Birdsall
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Extra info for Aircraft Performance (Cambridge Aerospace Series 5)
4. The lift vector is normal to the local velocity vector and is tilted back by the angle ah giving a force component Dy = Lax which is parallel to the true flight direction and is thus a drag force. 3 (because j8 = C^/C^ and Cuv/C^ <* C L ). 3) relates the angle of climb y to two important ratios, f-F/W and fi = D/L, and in order to make further progress in calculating performance it is necessary to understand how these ratios depend on the flight conditions. The propulsive thrust F can be adjusted by the pilot up to the maximum available and the dependence 14 Basic flight theory of this maximum on aircraft speed and height will be discussed in general terms in Chapter 5.
7. 8, this means that in the case considered there Ve should be kept below about 240 m/s at h = 2 km and below about 140 m/s at h = 10 km. 8. It is therefore reasonable to assume, for a preliminary approximate analysis of subsonic civil aircraft performance, that for any given height the only part of the curve relating /? to Ve that needs to be considered is that part which is not affected by varying Mach number. 80. For military aircraft and for supersonic civil aircraft for which the required range of Mach number is much wider, the effects on /J are far more significant and these will be considered in Chapter 10.
22) shows that this is proportional to f}mWVe*/ol/2. Thus the minimum thrust power increases with height. 2.