By Maido Saarlas

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**Example text**

11) Eq. 11 states that, for a given wing loading W/S, the equivalent stall speed is a function of the maximum lift coefﬁcient (attitude), for all altitudes. The signiﬁcance of this result is that, for a given aircraft, CL max can be determined once and for all for any given combination of ﬂaps and/or slats, and VEs can be calculated. Since, for a reasonably good instrument and installation, indicated airspeed (IAS) is almost equal to EAS, the aircraft will always stall at approximately the same IAS, which knowledge is of practical use to the pilot.

Thus, a graphical approach is used for general propeller aircraft performance calculations. 11). 4 shows a typical approach to this problem. O. ϭ 9,600 lb Wfuel ϭ 1,450 lb 50 THE BASICS The engines are Lycoming I0-720 400 HP rated at 2,650 RPM full throttle. 3 integrated design lift coefﬁcient. 5 shows propeller efﬁciency at these altitudes as a function of ﬂight speed. The power required has been calculated from Eq. 7. The power available was calculated by use of Eq. 5. 7 and the analytical equations, the following will be determined for a weight of 9,117 lb: a.

Its contribution is highest at low velocities/high-g loading, and it decreases with increasing ﬂight velocities/lower-g ﬂight. For the rest of this chapter and for most of Chapters 4, 5, and 6, it is assumed that L ϭ W, and therefore n ϭ 1. The relative signiﬁcance of these two terms of Eq. 21 is shown in Fig. 1, where a typical total drag curve is drawn for a parabolic drag polar at sea-level altitude ( ϭ 0). The effect of increase in altitude (decrease in ) is also shown, which shifts the total drag curves right for constant W, n, S, and CD0.