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If above ideal autorotation speed, a pilot can avoid the deadman's curve by flaring, converting airspeed into height, and increasing rotor RPM through coning. [ 4 ] [ 1 ] Likewise, an increase in height without a corresponding increase in airspeed is dangerous, as a crash from this height may not be survivable.
The corresponding maximum range condition is the maximum of C L 3/2 /C D, at C L 2 = 3.C D0 /K, and so the optimum speed is 244 km/h (152 mph). The effects of the approximation C L0 = 0 are less than 5%; of course, with a finite C L0 = 0.1, the analytic and graphical methods give the same results.
The speed to fly is the optimum speed through sinking or rising air mass to achieve either the furthest glide, or fastest average cross-country speed. [1] Most speed to fly setups use units of either airspeed in kilometers per hour (km/h) and climb rate in meters per second (m/s), or airspeed in knots (kn) and climb rate in feet per minute (ft ...
This is the speed at which an aircraft gains the most altitude in a given horizontal distance, typically used to avoid a collision with an object a short distance away. By contrast, V Y is the indicated airspeed for best rate of climb, [ 2 ] a rate which allows the aircraft to climb to a specified altitude in the minimum amount of time ...
This is the speed at which drag is minimised. For jet aircraft, "long-range cruise" speed (LRC) is defined as the speed which gives 99% of the maximum range, for a given weight. This results in a 3–5% increase in speed. [8] It is also a more stable speed than maximum range speed, so gives less autothrottle movement. [9]
Graphs of C L and C D vs. speed are referred to as drag curves. Speed is shown increasing from left to right. The lift/drag ratio is given by the slope from the origin to some point on the curve and so the maximum L/D ratio does not occur at the point of least drag coefficient, the leftmost point. Instead, it occurs at a slightly greater speed.
Airspeed is commonly given in knots (kn). Since 2010, the International Civil Aviation Organization (ICAO) recommends using kilometers per hour (km/h) for airspeed (and meters per second for wind speed on runways), but allows using the de facto standard of knots, and has no set date on when to stop.
Too tight a 'crest' curve could result in the train leaving the track as it drops away beneath it; too tight a 'trough' and the train will plough downwards into the rails and damage them. More precisely, the support force R exerted by the track on a train as a function of the curve radius r, the train mass m, and the speed v, is given by