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During straight and level flight, the load factor is +1 if the aircraft is flown "the right way up", [2]: 90 whereas it becomes −1 if the aircraft is flown "upside-down" (inverted). In both cases the lift vector is the same (as seen by an observer on the ground), but in the latter the vertical axis of the aircraft points downwards, making the ...
The transponder gets its altitude information from an encoding altimeter mounted behind the instrument panel that communicates via the Gillham code. Gillham code is a zero-padded 12-bit binary code using a parallel nine- [ 1 ] to eleven-wire interface , [ 2 ] the Gillham interface , that is used to transmit uncorrected barometric altitude ...
The FLTCON Namelist describes the flight conditions for the case. A maximum of 400 Mach-altitude combinations can be run at once, with up to 20 angles of attack for each combination. The user can specify whether the Mach number and altitude varies together, the Mach number varies at a constant altitude, or the altitude varies at a constant Mach ...
Values of ρ b of b = 1 through b = 6 are obtained from the application of the appropriate member of the pair equations 1 and 2 for the case when h = h b+1. [ 2 ] In these equations, g 0 , M and R * are each single-valued constants, while ρ , L , T and h are multi-valued constants in accordance with the table below.
The amount a weight must be moved can be found by using the following formula shift distance = (total weight * cg change) / weight shifted Example: 1500 lb * 33.9 in = 50,850 moment (airplane) 100 lb * 68 in = 8,400 moment (baggage) cg = 37 in = (50,850 + 8,400) / 1600 lb (1/2 in out of cg limit)
at each geopotential altitude, where g is the standard acceleration of gravity, and R specific is the specific gas constant for dry air (287.0528J⋅kg −1 ⋅K −1). The solution is given by the barometric formula. Air density must be calculated in order to solve for the pressure, and is used in calculating dynamic pressure for moving vehicles.
Compressor performance changes, day to day, with changes in the ambient pressure and temperature. Woolenweber [11] shows the change in performance of a turbocharger compressor when the inlet temperature varies between 70 and 100 deg F. In the case of aircraft compressors, inlet pressure and temperature also change with altitude and airspeed.
A relatively simple version [1] of the vertical fluid pressure variation is simply that the pressure difference between two elevations is the product of elevation change, gravity, and density. The equation is as follows: =, where P is pressure, ρ is density, g is acceleration of gravity, and; h is height.