Aerodynamic Design of Transport Aircraft by E. Obert

By E. Obert

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Another important boundary layer quantity, in particular in questions concerning drag computation and flow separation, is the momentum thickness, θ. 2) y =0 Finally, a last important factor in boundary layer analysis, combining both the displacement thickness and the momentum thickness, is the shape factor, H. 3) As both δ* and θ are highly dependent on the shape of the velocity distribution in the boundary layer, the shape factor H is even more so (hence its name). The shape of the velocity distribution in the turbulent boundary layer has been determined experimentally.

Note that Awet indicates the wetted surface. 9 - Aerodynamic efficiency at (L/D)max . Source : AGARD report no. 712, Paper No. 6 Note that the aspect ratio is only of importance if the wing area is fixed. 2) The derivation of the figure will be further discussed in chapter 40. It can be seen that the B-52 is unsurpassed; it is approximately where the designs of the Airbus A340 and Boeing 777 would be in the diagram. 3VS to standstill by braking. 20 5)&"*3$3"'5%&4*(/130$&44t Take-Off A requirement for civil transport aircraft is that it must be possible to continue the take-off after an engine has failed at a critical moment during the ground run.

Source: AGARD LS-56, paper no. 21 - Take-off ground run. Source: AGARD LS-56, paper no. 20 - Take-off distance to screen. Source: AGARD LS-56, paper no. 22 - Take-off flare-up. Source: AGARD LS-56, paper no. 23 - Basic landing framework. Source: AGARD LS-56, paper no. 24 - Landing distance. Source: AGARD LS-56, paper no. 25 - Statistical correlation of the unfactored landing distance. Source: E. 26 - Elementary kinematic relations. Source: AGARD LS-56, paper no. 27 is an example of a set of requirements and the corresponding characteristics of the resulting design.

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