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The drag curve or drag polar is the relationship between the drag on an aircraft and other variables, such as lift, the coefficient of lift, angle-of-attack or speed. It may be described by an equation or displayed as a graph (sometimes called a "polar plot"). [1] Drag may be expressed as actual drag or the coefficient of drag.
Trim drag, denoted as Dm in the diagram, is the component of aerodynamic drag on an aircraft created by the flight control surfaces, [1] mainly elevators and trimable horizontal stabilizers, when they are used to offset changes in pitching moment and centre of gravity during flight.
Parasitic drag experienced by an aircraft with a given drag area is approximately equal to the drag of a flat square disk with the same area which is held perpendicular to the direction of flight. The Sopwith Camel has a drag area of 8.73 sq ft (0.811 m 2 ), compared to 3.80 sq ft (0.353 m 2 ) for the P-51 Mustang.
Diagram illustrating the required bidirectional tracing between certification artifacts, as required by the RTCA DO-178C standard. Thin blue-colored traces and blue-filled boxes are required only for Level A. Purple-colored traces and purple-filled boxes are required for Levels A, B, and C. Thick green-colored traces and green-filled boxes are ...
An aircraft is streamlined from nose to tail to reduce drag making it advantageous to keep the sideslip angle near zero, though an aircraft may be deliberately "sideslipped" to increase drag and descent rate during landing, to keep aircraft heading same as runway heading during cross-wind landings and during flight with asymmetric power. [1]
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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]
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