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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 ...
For instance with the case of a source at 5 km altitude, of nominal elevation angle −0.5-degree and the target is at 30 km altitude; the attenuation found by the boundary value method is 11.33 dB. The previous point of view of worst case leads to an elevation angle of −1.87-degree and an attenuation of 170.77 dB.
P R curve for the light aircraft with the drag curve above and weighing 2000 kg, with a wing area of 15 m² and a propeller efficiency of 0.8. W = (ρ/2).S.V 2.C L and P R = (ρ/2η).S.V 3.C D. The extra factor of V /η, with η the propeller efficiency, in the second equation enters because P R = (required thrust)× V /η. Power rather than ...
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.
G = Gravitational constant ≈ 6.674 × 10 −11 m 3 ⋅kg −1 ⋅s −2 [15] r = the radial cylindrical coordinate for the distance from the center of the star or centrally condensed object z = the height/altitude cylindrical coordinate for the distance from the disk midplane (or center of the star) M * = the mass of the star/centrally ...
g_0, gravitational acceleration is used here as a constant, with same value as standard gravity (average acceleration due to gravity on the surface of the Earth or other big body). For the basis of simplicity it doesn't vary with latitude, altitude or location. The variation due to all these factors is about 1% up to 50km.
Ventral strakes retroactively fitted to the P.1127 improved flow and increased pressure under the belly in low altitude hovering. Gun pods fitted in the same position on the production Harrier GR.1/GR.3 and the AV-8A Harrier did the same thing. Further lift improvement devices (LIDS) were developed for the AV-8B and Harrier II.
These vary with speed, so the results are typically plotted on a 2-dimensional graph. In almost all cases the graph forms a U-shape, due to the two main components of drag. The L/D may be calculated using computational fluid dynamics or computer simulation. It is measured empirically by testing in a wind tunnel or in free flight test. [1] [2] [3]