Search
- Filter Results
- Location
- Classification
- Include attachments
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/00%3A_Front_Matter/07%3A_1%3A_IntroductionThe pressure distribution can also determine the nature of the flow over the wing or airplane right at the surface and this influences the kind of drag that results from the friction of the air moving...The pressure distribution can also determine the nature of the flow over the wing or airplane right at the surface and this influences the kind of drag that results from the friction of the air moving over the surface.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/04%3A_Performance_in_Straight_and_Level_FlightRealizing that drag is power divided by velocity and that a line drawn from the origin to any point on the power curve is at an angle to the velocity axis whose tangent is power divided by velocity, t...Realizing that drag is power divided by velocity and that a line drawn from the origin to any point on the power curve is at an angle to the velocity axis whose tangent is power divided by velocity, then the line which touches the curve with the smallest angle must touch it at the minimum drag condition.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/10%3A_Appendix_-_Airfoil_DataNote that the first number to the right of the hyphen in the airfoil designation tells the location of the center of the drag bucket; i.e., the center of the bucket is at a CL of 0.1 for the 641-112 a...Note that the first number to the right of the hyphen in the airfoil designation tells the location of the center of the drag bucket; i.e., the center of the bucket is at a CL of 0.1 for the 641-112 and at 0.4 for the 641-412.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/09%3A_The_Role_of_Performance_in_Aircraft_Design-_Constraint_AnalysisIt can be noted that in the A and B terms respectively we have the thrust-to-weight ratio and the inverse of the wing loading (W/S); hence, for a given set of takeoff parameters and a desired ground r...It can be noted that in the A and B terms respectively we have the thrust-to-weight ratio and the inverse of the wing loading (W/S); hence, for a given set of takeoff parameters and a desired ground run distance (S TO ) a plot can be made of T/W versus W/S.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/03%3A_Additional_Aerodynamics_ToolsKnowing the mathematical description of the shape of the desired camber line, the free stream velocity and the angle of attack, and requiring that there be no flow through the camber line and that the...Knowing the mathematical description of the shape of the desired camber line, the free stream velocity and the angle of attack, and requiring that there be no flow through the camber line and that the flow does not go from one surface to the other around the trailing edge, thin airfoil theory can tell the needed distribution of circulation along the camber line from leading edge to trailing edge to give a simulation of the real flow around the airfoil.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/01%3A_Introduction_to_AerodynamicsThe “diamond” symbol denoted data for the wing tested at a Reynolds number of 9 x 10 6 , the square for Re = 6 x 10 6 , and the circle for Re = 3 x 10 6 . The other symbol, a triangle, is for the airf...The “diamond” symbol denoted data for the wing tested at a Reynolds number of 9 x 10 6 , the square for Re = 6 x 10 6 , and the circle for Re = 3 x 10 6 . The other symbol, a triangle, is for the airfoil tested with a “standard roughness” or a roughened surface at a Re = 6 x 10 6 . Usually the higher the value of Reynolds number the higher the value of maximum lift coefficient but in this particular case there is only a slight increase with C Lmax moving up from about 1.5 to 1.6 as Reynolds num…
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/08%3A_Accelerated_Performance-_TurnsBanking the wings (called the “aero‑planes” in the 1890’s) tilts the lift force to the side and the sideward component of the lift results in a turn, but since part of the lift is now being used to tu...Banking the wings (called the “aero‑planes” in the 1890’s) tilts the lift force to the side and the sideward component of the lift results in a turn, but since part of the lift is now being used to turn the vehicle the remaining lift may not be enough to oppose the weight unless additional power is added.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/06%3A_Range_and_EnduranceWe speak of the engine output of a jet engine in terms of thrust; therefore, we speak of the fuel usage of the jet engine in terms of a thrust specific fuel consumption, C t . C t is the mass of fuel ...We speak of the engine output of a jet engine in terms of thrust; therefore, we speak of the fuel usage of the jet engine in terms of a thrust specific fuel consumption, C t . C t is the mass of fuel consumed per unit time per unit thrust. The velocities for both cases can be determined graphically by finding the point of tangency for a line drawn from the zero velocity origin on either the drag versus velocity curve in the jet case or the power required versus velocity curve for the prop plane.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/00%3A_Front_Matter/06%3A_PrefaceHowever, it has been my experience that most students simply tune out during such derivations or, if they think they will have to feed back the derivations on a test, they resort to mindless memorizat...However, it has been my experience that most students simply tune out during such derivations or, if they think they will have to feed back the derivations on a test, they resort to mindless memorization of the steps involved and totally lose sight of the important aspects of the derivations, that is, the impact of the often purely mathematically based assumptions on the subsequent utility of the final equations.
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/02%3A_PropulsionNow, if we put all the needed information for the five windows and first door into the terms in the equation and if we know the area of the second door and assume that density is the same everywhere (...Now, if we put all the needed information for the five windows and first door into the terms in the equation and if we know the area of the second door and assume that density is the same everywhere (incompressible flow), we can solve for the speed (velocity) of the flow using the mass conservation relationship above and find both the magnitude of the speed and its direction (sign).
- https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Aerodynamics_and_Aircraft_Performance_3e_(Marchman)/00%3A_Front_Matter/05%3A_AcknowledgmentsThe 2021 public release of this work was made possible by the University Libraries at Virginia Tech through its Open Education Initiative (https://guides.lib.vt.edu/oer/grantees) which provides develo...The 2021 public release of this work was made possible by the University Libraries at Virginia Tech through its Open Education Initiative (https://guides.lib.vt.edu/oer/grantees) which provides development assistance and financial support to Virginia Tech faculty who wish to use, create, or adapt openly licensed teaching materials to support student learning.
