By W. Austyn Mair, David L. Birdsall
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Additional info for Aircraft Performance (Cambridge Aerospace Series 5)
15) where P and Q vary with the wing loading w, for a given aircraft with fixed values of Kx and K2. 16) so that K* = (Q/P)1/4 = (2Wpo) 1/2 (tf 2 /K0 1 / 4 . e. when L = W. The speed Vc* is defined as the EAS for minimum /J when this condition is satisfied, but when y is not small and L = W cos y, the EAS for minimum )8 is different because it depends on the relation between/, y and /? 3). 15) becomes Then since PVe*2 = QVe*~2 = (PQ)V2 = (AT,A:2)1/2 = |/3 m , the general expression for the drag/lift ratio (with cos y = 1) becomes j8 = ^ m ( v 2 + u"2).
The rate of increase of potential energy is WVC and this must be equal to the difference between the thrust power FV and the rate at which Introduction to climbing performance 23 energy is dissipated by drag DV. Thus WVC = V(F-D) or Vc=V(f-P), if cos y = l , so that L = W. 9) and the fact that the rate of climb is maximum when the product V(f - fi) is maximum. It is also clear that the maximum rate of climb varies with height, as the engine characteristic / has already been seen to decrease with increasing height.
An alternative and exactly equivalent equation which leads to simpler analytical results is obtained by writing so that C D = K5 + *T4CL2 - 2/C4CLCLl. 6) will be used in the following analysis because it is simpler and usually gives an adequate representation of the true drag polar over the range of C L that is covered in cruising and climbing flight. It is important in all cases to choose the most suitable values of Kx and K2 for the range of C L that is to be considered and it may sometimes be desirable to choose different values of Kx and K2 for different aspects of performance analysis for the same aircraft.