Table of Contents

Cover

Title Page

Preface

About the Authors

Chapter 1: Introduction

The Flight Environment
Basic Quantities
Forces
Mass
Scalar and Vector Quantities
Moments
Equilibrium Conditions
Newton's Laws of Motion
Linear Motion
Rotational Motion
Work
Energy
Power
Friction
Symbols
Equations
Problems

Chapter 2: Atmosphere, Altitude, and Airspeed Measurement

Properties of the Atmosphere
ICAO Standard Atmosphere
Altitude Measurement
Continuity Equation
Bernoulli's Equation
Airspeed Measurement
Symbols/Abbreviations
Equations
Problems

Chapter 3: Structures, Airfoils, and Aerodynamic Forces

Aircraft Structures
Airfoils
Development of Forces on Airfoils
Aerodynamic Force
Aerodynamic Pitching Moments
Aerodynamic Center
Symbols
Problems

Chapter 4: Lift

Introduction to Lift
Angle of Attack Indicator
Boundary Layer Theory
Reynolds Number
Adverse Pressure Gradient
Airflow Separation
Stall
Aerodynamic Force Equations
Lift Equation
Airfoil Lift Characteristics
High Coefficient of Lift Devices
Lift During Flight Manuevers
Symbols
Equations
Problems

Chapter 5: Drag

Drag Equation
Induced Drag
Ground Effect
Laminar Flow Airfoils
Parasite Drag
Total Drag
Lift to Drag Ratio
Drag Reduction
Symbols
Equations
Problems

Chapter 6: Jet Aircraft Basic Performance

Thrust-Producing Aircraft
Principles of Propulsion
Thrust-Available Turbojet Aircraft
Specific Fuel Consumption
Fuel Flow
Thrust-Available-Thrust-Required Curves
Items of Aircraft Performance
Symbols
Equations
Problems

Chapter 7: Jet Aircraft Applied Performance

Variations in the Thrust-Required Curve
Variations of Aircraft Performance
Equations
Problems

Chapter 8: Propeller Aircraft: Basic Performance

Power Available
Principles of Propulsion
Power-Required Curves
Items of Aircraft Performance
Symbols
Equations
Problems

Chapter 9: Propeller Aircraft: Applied Performance

Variations in the Power-Required Curve
Variations in Aircraft Performance
Equations
Problems

Chapter 10: Takeoff Performance

Definitions Important to Takeoff Planning
Aborted Takeoffs
Linear Motion
Factors Affecting Takeoff Performance
Improper Liftoff
Symbols
Equations
Problems

Chapter 11: Landing Performance

Prelanding Performance
Improper Landing Performance
Landing Deceleration, Velocity, and Distance
Landing Equations
Hazards of Hydroplaning
Symbols
Equations
Problems

Chapter 12: Slow-Speed Flight

Stalls
Region of Reversed Command
Spins
Low-Level Wind Shear
Aircraft Performance in Low-Level Wind Shear
Effect of Ice and Frost
Wake Turbulence
Problems

Chapter 13: Maneuvering Performance

General Turning Performance
Equations
Problems

Chapter 14: Longitudinal Stability and Control

Definitions
Oscillatory Motion
Airplane Reference Axes
Static Longitudinal Stability
Dynamic Longitudinal Stability
Pitching Tendencies in a Stall
Longitudinal Control
Symbols
Equations
Problems

Chapter 15: Directional and Lateral Stability and Control

Directional Stability and Control
Static Directional Stability
Directional Control
Multi-Engine Flight Principles
Lateral Stability and Control
Static Lateral Stability
Lateral Control
Dynamic Directional and Lateral Coupled Effects
Symbols
Equations
Problems

Chapter 16: High-Speed Flight

The Speed of Sound
High-Subsonic Flight
Design Features for High-Subsonic Flight
Transonic Flight
Supersonic Flight
Symbols
Equations
Problems

Chapter 17: Rotary-Wing Flight Theory

Momentum Theory of Lift
Airfoil Selection
Forces on Rotor System
Thrust Development
Hovering Flight
Ground Effect
Rotor Systems
Dissymmetry of Lift in Forward Flight
High Forward Speed Problems
Helicopter Control
Helicopter Power-Required Curves
Power Settling, Settling with Power, and Vortex Ring State
Autorotation
Dynamic Rollover
Problems

Answers to Problems

Chapter 1
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Chapter 6
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 13
Chapter 14
Chapter 15
Chapter 16
Chapter 17

References

Government Publications
Periodicals
Personal Interview

Index

Wiley End User License Agreement

List of Illustrations

Chapter 1: Introduction

Figure 1.1: Forces on an airplane in steady flight.
Figure 1.2: Resolved forces on an airplane in steady flight.
Figure 1.3: Vector of an eastbound aircraft.
Figure 1.4: Vector of a north wind.
Figure 1.5: Vector addition.
Figure 1.6: Vector of an aircraft in a climb.
Figure 1.7: Vectors of groundspeed and rate of climb.
Figure 1.8: Seesaw in equilibrium.
Figure 1.9: Coefficients of friction for airplane tires on a runway.

Chapter 2: Atmosphere, Altitude, and Airspeed Measurement

Figure 2.1: Standard pressure.
Figure 2.2: Field elevation versus pressure altitude.
Figure 2.3: Density altitude chart.
Figure 2.4: Flow of air through a pipe.
Figure 2.5: Pressure change in a Venturi tube.
Figure 2.6: Velocities and pressures on an airfoil superimposed on a Venturi tube.
Figure 2.7: Flow around a symmetrical object.
Figure 2.8: Schematic of a pitot–static airspeed indicator.
Figure 2.9: Air data computer and pitot‐static sensing.
Figure 2.10: Compressibility correction chart.
Figure 2.11: Altitude and EAS to TAS correction chart.

Chapter 3: Structures, Airfoils, and Aerodynamic Forces

Figure 3.1: Modern transport category control surfaces.
Figure 3.2: Differential ailerons.
Figure 3.3: Frise‐type ailerons.
Figure 3.4: Elevator movement.
Figure 3.5: Adjustable horizontal stabilizer.
Figure 3.6: Rudder movement.
Figure 3.7: Common flap designs.
Figure 3.8: Trim tabs.
Figure 3.9: Antiservo tab.
Figure 3.10: Airfoil section.
Figure 3.11: Airfoil terminology.
Figure 3.12: Examples of airfoil design.
Figure 3.13: NACA airfoils (NACA data).
Figure 3.14: Effect of pressure disturbances on airflow around an airfoil.
Figure 3.15: Velocity changes around an airfoil.
Figure 3.16: Static pressure on an airfoil (a) at zero AOA, and (b) at a positive AOA.
Figure 3.17: Components of aerodynamic force.
Figure 3.18: Pressure forces on (a) nonrotating cylinder and (b) rotating cylinder.
Figure 3.19: Pitching moments on a symmetrical airfoil (a) at zero AOA and (b) at positive AOA.
Figure 3.20: Pitching moments on a cambered airfoil: (a) zero lift, (b) developing lift.

Chapter 4: Lift

Figure 4.1: Critical angle of attack, stall, and angle of attack indications.
Figure 4.2: Boundary layer composition.
Figure 4.3: Smoke pattern.
Figure 4.4: Boundary layer velocity profile.
Figure 4.5: Laminar and turbulent velocity profiles.
Figure 4.6: Reynolds number effect on airflow on a smooth flat plate.
Figure 4.7: Adverse pressure gradient.
Figure 4.8: Airflow separation velocity profiles.
Figure 4.9: Sphere wake drag: (a) smooth sphere, (b) rough sphere.
Figure 4.10: C_L vs. AOA for a symmetrical airfoil.
Figure 4.11: C_L vs. AOA for a cambered airfoil.
Figure 4.12: Thickness effect.
Figure 4.13: Camber effect.
Figure 4.14: High‐C_L devices.
Figure 4.15: Common leading edge high‐C_L devices.
Figure 4.16: Effect of a camber changer on the $images$ curve.
Figure 4.17: Vortex generators.
Figure 4.18: Fixed slot at (a) low AOA and (b) high AOA.
Figure 4.19: Effect of an energy adder on the $images$ curve.
Figure 4.20: Forces in a banked turn.
Figure 4.21: Coordinated versus uncoordinated level turns.
Figure 4.22: Lift during climb entry.

Chapter 5: Drag

Figure 5.1: C_L vs. AOA and C_D vs. AOA.
Figure 5.2: Wing planform terminology.
Figure 5.3: Wingtip vortices.
Figure 5.4: Airflow about an infinite wing.
Figure 5.5: Vertical velocity vectors of an infinite wing.
Figure 5.6: Vertical velocity vectors of a finite wing.
Figure 5.7: Airflow about a finite wing.
Figure 5.8: Relative wind and force vectors on a finite wing.
Figure 5.9: Induced drag versus velocity.
Figure 5.10: Airflow in ground effect.
Figure 5.11: T_r and C_L curves in ground effect.
Figure 5.12: Ground effect.
Figure 5.13: Comparison of drag characteristics of conventional and laminar flow airfoils.
Figure 5.14: Form drag.
Figure 5.15: Interference drag at the wing root.
Figure 5.16: Example total drag curve for a helicopter.
Figure 5.17: Parasite drag–airspeed curve.
Figure 5.18: Drag vector diagram.
Figure 5.19: Total drag curve.
Figure 5.20: Typical lift‐to‐drag ratios.
Figure 5.21: Wingtip vortex reduction methods.
Figure 5.22: Winglets.

Chapter 6: Jet Aircraft Basic Performance

Figure 6.1: Aircraft in equilibrium flight.
Figure 6.2: Turbojet engine.
Figure 6.3: Turbofan engine.
Figure 6.4: T‐38 drag curve.
Figure 6.5: T‐38 thrust required.
Figure 6.6: Engine thrust schematic.
Figure 6.7: Propulsion efficiency.
Figure 6.8: T‐38 installed thrust.
Figure 6.9: T‐38 thrust variation with altitude.
Figure 6.10: T‐38 c_t–rpm.
Figure 6.11: T‐38 c_t–altitude.
Figure 6.12: T‐38 fuel flow–altitude.
Figure 6.13: T‐38 thrust available–thrust required.
Figure 6.14: Forces acting on a climbing aircraft.
Figure 6.15: Velocity for maximum climb angle.
Figure 6.16: Wind effect on climb angle to the ground.
Figure 6.17: Obstacle clearance for jet takeoff.
Figure 6.18: Climb angle and rate of climb.
Figure 6.19: Rate of climb velocity vector.
Figure 6.20: Velocity for maximum rate of climb.
Figure 6.21: Finding maximum endurance velocity.
Figure 6.22: Finding the maximum specific range velocity.
Figure 6.23: Wind effect on specific range.
Figure 6.24: Total range calculation.

Chapter 7: Jet Aircraft Applied Performance

Figure 7.1: Effect of weight change on induced drag.
Figure 7.2: Effect of weight change on the $images$ curve.
Figure 7.3: Effect of configuration on parasite drag.
Figure 7.4: Effect of configuration on the $images$ curve.
Figure 7.5: Effect of altitude on $images$ and $images$ , curves.
Figure 7.6: Effect of weight change on specific range.
Figure 7.7: T‐38 effect of altitude on specific range.
Figure 7.8: Range improvement using cruise–climb.

Chapter 8: Propeller Aircraft: Basic Performance

Figure 8.1: Airfoil sections of a propeller blade.
Figure 8.2: Propeller blade angle.
Figure 8.3: Blade angle in flight.
Figure 8.4: Various blade angle ranges.
Figure 8.5: Thrust from a propeller.
Figure 8.6: Propeller pitch angle configurations.
Figure 8.7: (a) Thrust‐required and (b) power‐required curves.
Figure 8.8: Power required.
Figure 8.9: Power required and power available.
Figure 8.10: Fixed shaft turboprop engine.
Figure 8.11: Turbocharged engine.
Figure 8.12: Forces on a climbing aircraft.
Figure 8.13: Thrust versus climb angle.
Figure 8.14: Climb angle versus velocity.
Figure 8.15: Rate of climb velocity vector.
Figure 8.16: Power versus climb rate.
Figure 8.17: Finding the maximum rate of climb.
Figure 8.18: Finding the maximum endurance and range.
Figure 8.19: Effect of wind on range.

Chapter 9: Propeller Aircraft: Applied Performance

Figure 9.1: Effect of weight change on a $images$ curve.
Figure 9.2: Effect of configuration on the $images$ curve.
Figure 9.3: Effect of altitude on a $images$ curve.
Figure 9.4: $images$ versus $images$ with altitude.
Figure 9.5: Effect of weight change on specific range.
Figure 9.6: Effect of altitude on specific range.

Chapter 10: Takeoff Performance

Figure 10.1: Takeoff distance graph.
Figure 10.2: Accelerate‐stop distance, accelerate‐go distance, and climb gradient.
Figure 10.3: Balanced field length.
Figure 10.4: Segmented one‐engine climb graph.
Figure 10.5: Single‐engine velocity–distance profiles.
Figure 10.6: Multi‐engine velocity–distance profiles.
Figure 10.7: Forces on an airplane during takeoff.
Figure 10.8: Effect of wind on takeoff.
Figure 10.9: U.S. Chart Supplement information.
Figure 10.10: Crosswind takeoff.
Figure 10.11: Premature takeoff.

Chapter 11: Landing Performance

Figure 11.1: Landing distance graph.
Figure 11.2: Forces in equilibrium.
Figure 11.3: Forces acting in a power‐off glide.
Figure 11.4: Glide ratio vector diagram.
Figure 11.5: FAR landing field length required.
Figure 11.6: Approach glide paths.
Figure 11.7: Lift from (a) propellers and (b) turbojets.
Figure 11.8: Effect of flaps on final approach.
Figure 11.9: High roundout.
Figure 11.10: Porpoising during roundout.
Figure 11.11: Improper drift correction.
Figure 11.12: Sideslip during crosswind.
Figure 11.13: Forces acting on an airplane during landing.
Figure 11.14: Aerodynamic braking and wheel braking.
Figure 11.15: Normal and friction forces.
Figure 11.16: Coefficient of friction versus wheel slippage.
Figure 11.17: Effect of runway condition on coefficient of friction.
Figure 11.18: Effect of wind on landing.
Figure 11.19: Effect of headwind during landing approach.
Figure 11.20: Forces on tire: (a) static condition, (b) rolling tire.
Figure 11.21: Hydroplaning forces on tire: (a) low speed, (b) medium speed, (c) high speed.

Chapter 12: Slow‐Speed Flight

Figure 12.1: Effect of sweepback on $images$ curves.
Figure 12.2: Spanwise lift distribution.
Figure 12.3: Wing spanwise lift distribution.
Figure 12.4: Stall patterns.
Figure 12.5: Power‐off stall and recovery.
Figure 12.6: Secondary stall due to improper stall recovery.
Figure 12.7: Regions of normal and reversed command.
Figure 12.8: Constant airspeed climb. Stick or throttle?
Figure 12.9: Spin entry and recovery.
Figure 12.10: Stall hitting the horizontal tail.
Figure 12.11: Swept wings stall at tips first.
Figure 12.12: Aerodynamics of spin for straight‐wing aircraft.
Figure 12.13: Aerodynamics of spin for swept‐wing aircraft.
Figure 12.14: Wind shear caused by a downdraft.
Figure 12.15: “Bursts” caused by a thunderstorm.
Figure 12.16: Thunderstorm gust front.
Figure 12.17: Temperature inversion LLWS.
Figure 12.18: Tailwind wind shear encountered on takeoff: (a) flight path, (b) forces and moments.
Figure 12.19: Tailwind shear encountered in landing approach: (a) flight path, (b) forces and moments.
Figure 12.20: Effect of ice and frost on wings.
Figure 12.21: Wingtip vortices behind an aircraft.
Figure 12.22: Helicopter vortices.
Figure 12.23: Wake turbulence avoidance.
Figure 12.24: Lateral movement of tip vortices with (a) no wind and (b) crosswind.

Chapter 13: Maneuvering Performance

Figure 13.1: Increasing bank angle and related forces.
Figure 13.2: Forces on an aircraft in a coordinated level turn.
Figure 13.3: Vector diagram of forces on an aircraft in a turn.
Figure 13.4: Load factors at various bank angles.
Figure 13.5: Forces on an aircraft during a 90° roll.
Figure 13.6: Load factor and stall speed.
Figure 13.7: First‐stage construction of a V–G diagram.
Figure 13.8: Second‐stage construction of V–G diagram.
Figure 13.9: Antisymmetrical loading.
Figure 13.10: Maneuver (corner) speed.
Figure 13.11: Ultimate load factors.
Figure 13.12: Stall speed and turn radius with varying angle of bank.
Figure 13.13: Rate and radius of a turn.
Figure 13.14: Constant altitude turn performance.
Figure 13.15: Forces on the complete aircraft.
Figure 13.16: Thrust‐limited turn radius.
Figure 13.17: Perfect and normal loop.
Figure 13.18: Centrifugal forces in a vertical loop.
Figure 13.19: Loading on an example aircraft.

Chapter 14: Longitudinal Stability and Control

Figure 14.1: Types of static stability.
Figure 14.2: Dynamic stability.
Figure 14.3: Positive static and negative dynamic stability.
Figure 14.4: Positive static and neutral dynamic stability.
Figure 14.5: Positive static and positive dynamic stability.
Figure 14.6: Airplane reference axes.
Figure 14.7: Establishing positive moment direction.
Figure 14.8: Airplane axes and moment directions.
Figure 14.9: Movement of the longitudinal axis in pitch.
Figure 14.10: Positive static longitudinal stability.
Figure 14.11: Types of static longitudinal stability.
Figure 14.12: Degrees of positive static stability.
Figure 14.13: Aircraft static longitudinal stability.
Figure 14.14: Effect of CG and AC location on static longitudinal stability.
Figure 14.15: Static longitudinally stable flying wing in equilibrium.
Figure 14.16: Airplane with static longitudinal stability.
Figure 14.17: Pressure distribution about a body of revolution.
Figure 14.18: Thrust line and longitudinal stability.
Figure 14.19: Power changes and longitudinal stability.
Figure 14.20: Engine nacelle location contribution to pitch stability.
Figure 14.21: Lift of horizontal stabilizer produces a stabilizing moment.
Figure 14.22: Effect of speed on tail‐down force.
Figure 14.23: Typical buildup of aircraft components.
Figure 14.24: Effect of CG location on static longitudinal stability.
Figure 14.25: Stick‐free–stick‐fixed stability.
Figure 14.26: Phugoid longitudinal dynamic mode.
Figure 14.27: Short‐period dynamic mode.
Figure 14.28: Forces on a pitching plane.
Figure 14.29: Wing wake influences on a low‐tail aircraft.
Figure 14.30: Wing wake influences on a swept‐wing T‐tail aircraft.
Figure 14.31: Change in pressure distribution at stall.
Figure 14.32: Swept‐wing stall characteristics.
Figure 14.33: Forces producing moments during takeoff.

Chapter 15: Directional and Lateral Stability and Control

Figure 15.1: (a) Negative yawing moment, (b) positive yawing moment.
Figure 15.2: (a) Unstable, (b) stable in yaw.
Figure 15.3: Static directional stability.
Figure 15.4: Static directional stability at high sideslip angles.
Figure 15.5: Effect of wing sweepback on directional stability.
Figure 15.6: Directional instability of fuselage.
Figure 15.7: Vertical tail is stabilizing in yaw.
Figure 15.8: Dorsal fin decreases drag and increases stability.
Figure 15.9: Typical buildup of component effects on static directional stability.
Figure 15.10: Rudder‐fixed rudder‐free yaw stability.
Figure 15.11: Loss of directional stability at high AOA.
Figure 15.12: Asymmetrical loading.
Figure 15.13: Slipstream rotation causes yaw.
Figure 15.14: Yawing moment due to asymmetrical thrust.
Figure 15.15: Yawing moment due to critical engine.
Figure 15.16: Forward slip.
Figure 15.17: Propeller drag contribution.
Figure 15.18: Effect of rearward CG on yaw.
Figure 15.19: Relationship of V_MC to V_S.
Figure 15.20: Rolling moment caused by sideslip.
Figure 15.21: (a) Stable, (b) neutral, and (c) unstable static lateral stability.
Figure 15.22: Static lateral stability.
Figure 15.23: Dihedral angle.
Figure 15.24: Dihedral producing static lateral stability.
Figure 15.25: Dihedral effect of sweepback.
Figure 15.26: Vertical tail effect on lateral stability.
Figure 15.27: Adverse yaw.
Figure 15.28: High AOA: (a) upgoing wing, (b) downgoing wing.
Figure 15.29: Coupled ailerons and rudder.
Figure 15.30: Flight paths due to coupled dynamic effects: (a) spiral divergence, (b) directional divergence, (c) Dutch roll.

Chapter 16: High‐Speed Flight

Figure 16.1: (a) Subsonic flow, (b) supersonic flow.
Figure 16.2: Airflow over a wing section.
Figure 16.3: Comparison of supercritical and laminar flow airfoils at Mach 0.75.
Figure 16.4: Effect of wing sweep on a $images$ curve.
Figure 16.5: Vortex generators.
Figure 16.6: Force divergence effect on C_D.
Figure 16.7: Force divergence effect on C_L.
Figure 16.8: Normal shock wave on bottom of wing.
Figure 16.9: Aerodynamic center location shift.
Figure 16.10: Stick forces versus Mach number.
Figure 16.11: Normal shock waves move to trailing edge.
Figure 16.12: Unattached bow wave at transonic speed.
Figure 16.13: Formation of an oblique shock wave.
Figure 16.14: Formation of an expansion wave.
Figure 16.15: Summary of supersonic wave characteristics.
Figure 16.16: Double‐wedge airfoil in supersonic airflow: (a) wave pattern, (b) pressure distribution.
Figure 16.17: Double‐wedge airfoil developing lift: (a) wave pattern, (b) pressure distribution.
Figure 16.18: Circular arc airfoil in supersonic flow: (a) wave pattern, (b) pressure distribution.
Figure 16.19: Effect of wing sweep on C_D.
Figure 16.20: Mach cone.
Figure 16.21: Swept wing in supersonic flight.
Figure 16.22: Subsonic control surface.
Figure 16.23: Supersonic control surface.
Figure 16.24: Normal shock engine inlet.
Figure 16.25: “Spike” oblique shock engine inlets.
Figure 16.26: Stagnation temperatures.
Figure 16.27: Effect of temperature on tensile strength of metals after half‐hour exposure.

Chapter 17: Rotary‐Wing Flight Theory

Figure 17.1: Momentum theory airflow: (a) schematic, (b) pressure and velocity distribution.
Figure 17.2: NACA 0012 airfoil.
Figure 17.3: Location of critical forces on an airfoil.
Figure 17.4: Centrifugal force straightens rotor blade.
Figure 17.5: Lift force and centrifugal force.
Figure 17.6: Resultant of lift and centrifugal forces.
Figure 17.7: Forces acting on a lifting blade.
Figure 17.8: Entire lifting rotor system.
Figure 17.9: Hovering helicopter at light weight.
Figure 17.10: Hovering helicopter at heavy weight.
Figure 17.11: Forward flight forces.
Figure 17.12: Lift component of 10,000‐lb total thrust at 15°.
Figure 17.13: Rotor velocity distribution in hover.
Figure 17.14: Lift distribution on a twisted/untwisted blade.
Figure 17.15: Hovering out of ground effect.
Figure 17.16: Hovering in ground effect.
Figure 17.17: Anti‐torque rotor.
Figure 17.18: Correction for anti‐torque rotor drift.
Figure 17.19: Rigid rotor system.
Figure 17.20: Semi‐rigid rotor system.
Figure 17.21: Articulated rotor system.
Figure 17.22: Rotor tip velocities in a hover.
Figure 17.23: Blade‐tip velocity in forward flight.
Figure 17.24: Rigid rotor rolling moment in forward flight.
Figure 17.25: Angle of attack and flight path changes: (a) advancing blade, (b) retreating blade.
Figure 17.26: CG radius change with flapping motion.
Figure 17.27: Hunting motion of a fully articulated blade.
Figure 17.28: AOA distribution during a retreating blade stall.
Figure 17.29: Gyroscopic precession.
Figure 17.30: Swash plate schematic.
Figure 17.31: Rotor flapping caused by cyclic stick movement.
Figure 17.32: Tail rotor dissymmetry of lift.
Figure 17.33: Helicopter power available and power required.
Figure 17.34: Running/rolling takeoff.
Figure 17.35: Vortex ring state.
Figure 17.36: Height/velocity diagram.
Figure 17.37: Induced flow velocity in a hover.
Figure 17.38: Airflow and force vectors in forward flight.
Figure 17.39: Airflow and forces in steady‐state descent.
Figure 17.40: Airflow and forces during autorotative flare.

Answers to Problems

CHAPTER 1

1. m = 500 slugs; 2. a = 12 fps²; 3. Drag = 282 lb, Lift = 102.6 lb; 4. Tan = 0.75, Distance = 5 mi; 5. s = 8 ft, F = 30 lb; 6. Time = 16.7 sec; 7. Takeoff roll = 1667 ft; 8. a = 5 fps²; 9. V₁ = 450 fps; 10. PE = 80 × 10⁶ ft‐lb, KE = 10 × 10⁶ ft‐lb, TE = 90 × 10⁶ ft‐lb; 11. HP = 5000 hp; 12. $images$

CHAPTER 2

1. c; 2. c; 3. a; 4. a; 5. d; 6. d; 7. c; 8. b; 9. a; 10. b; 11. d = 0.929, PA = 2000 ft, q = 1.078, s = 0.8618, DA = 5000 ft; 12. H = 2062.8 psf, P₂ = 1931 psf, q₂ = 131 psf, $images$ , $images$ , $images$ ; 13. q = 116.8 psf; 14. EAS = 337.5 knots; 15. TAS = 498 knots

CHAPTER 3

1. d; 2. c; 3. d; 4. d; 5. c; 6. e; 7. d; 8. d; 9. b; 10. d

CHAPTER 4

1. a; 2. c; 3. a; 4. c; 5. d; 6. d; 7. c; 8. b; 9. d; 10. a. combination, b. energy add, c. combination, d. camber chg; 11. AOA = 4°; 12. $images$ ; 13. $images$ ; 14. $images$

CHAPTER 5

1. d; 2. c; 3. d; 4. d; 5. b; 6. d; 7. d; 8. c; 9. b; 10. b; 11. $images$ ; 12. V = 172 knots; 13. $images$

14.

V₂	(V₂/V₁)	D_p	(V₁/V₂)²	D_i	D_t
125	0.530	270	1.89	963	1233
150	0.763	389	1.31	669	1058
172	1.0	510	1.0	510	1020
200	1.35	690	0.74	377	1067
300	3.04	1562	0.33	168	1720
400	5.42	2766	0.184	94	2860

CHAPTER 6

1. d; 2. d; 3. a; 4. a; 5. a; 6. a; 7. d; 8. c; 9. c; 10. b; 11. T = 3000 lb, Efficiency = 77%; 12. $images$ , T = 4100 lb, FF₀ = 6150 lb/hr; 13. $images$ ; 14. a. 500 knots, b. 240 knots, c. 0.327 (19°), d. 10,940 fpm, e. 240 knots, f. 300 knots, g. 350 knots

CHAPTER 7

1. d; 2. c; 3. a; 4. b; 5. d; 6. a; 7. d; 8. c; 9. b; 10. d; 11. $images$ , $images$ ; 12. $images$ , $images$ ; 13. $images$ , SR improvement in Problem 13 = 14.154%, SR improvement in Problem 12 = 27.6%, conclusion: reduce throttle as fuel is burned; 14. SR₀ = 0.2973, SR₂₀ = 0.4108, SR improvement = 38%

CHAPTER 8

1. a; 2. d; 3. c; 4. b; 5. d; 6. b; 7. b; 8. d; 9. c; 10. b; 11. 474 HP, 488 HP, 540 HP, 657 HP, 1588 HP, 3520 HP; 12. a. 340 knots, b. 0.542 (32.8°), c. 0.37 (21.7°), d. 4125 fpm, e. 4950 fpm, f. 100 knots, g. 140 knots, h. 160 knots

CHAPTER 9

1. c; 2. a; 3. b; 4. c; 5. c; 6. c; 7. c; 8. b; 9. b; 10. a; 11. $images$ , $images$ ; 12. $images$ , $images$ ; 13. $images$ , Improvement = 18.7%, Improvement in Problem 12 = 53.5%; conclusion: reduce throttle as fuel is burned; 14. SR₀ = SR = 0.58 nmi/lb; conclusion: no change in SR with altitude (considering airframe only)

CHAPTER 10

1. d; 2. c; 3. c; 4. d; 5. a; 6. d; 7. d; 8. a; 9. a; 10. $images$ ; 11. V = 126.5 fps (75 knots); 12. S = 2576 ft; 13. S = 5796 ft; 14. S = 2087 ft; 15. S = 4025 ft

CHAPTER 11

1. d; 2. b; 3. d; 4. d; 5. d; 6. a; 7. a; 8. c; 9. a; 10. a; 11. $images$ ; 12. S = 1785 ft; 13. S = 2901 ft; 14. S = 2160 ft; 15. S = 2231 ft

CHAPTER 12

1. d; 2. b; 3. d; 4. b; 5. b; 6. a; 7. c; 8. c; 9. d; 10. d; 11. RC = 506.5 fpm; 12. RC = −658.5 fpm

CHAPTER 13

1. b; 2. c; 3. d; 4. d; 5. d; 6. a; 7. c; 8. d; 9. d; 10. b; 11. 30.6°; 12. Verified; 13. 1.162G; 14. ROT = 3.23°/sec; 15. Verified

CHAPTER 14

1. b; 2. c; 3. d; 4. c; 5. c; 6. d; 7. a; 8. c; 9. b; 10. d

CHAPTER 15

1. b; 2. c; 3. a; 4. a; 5. c; 6. a; 7. c; 8. a; 9. b; 10. b

CHAPTER 16

1. d; 2. b; 3. b; 4. e; 5. a; 6. h; 7. a; 8. a; 9. b; 10. d

CHAPTER 17

1. c; 2. b; 3. c; 4. a; 5. d; 6. b