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Tham khảo tài liệu 'aircraft design projects episode 6', kỹ thuật - công nghệ, cơ khí - chế tạo máy phục vụ nhu cầu học tập, nghiên cứu và làm việc hiệu quả | Project study military training system 131 From previous analysis in SI units the best speed for turning at SL is about 150 m s. A q 0.5 X 1.225 X 1502 13781 From the drag analysis done earlier at 4577 kg with an increase in drag coefficient to represent the stores on the wing at a speed of 150m s CD 0.03 0.017 CL. As specified the aircraft is subjected to a normal acceleration n 4 in the turn. T W 13 781 0.03 W S 0.017 X 4 13 781 2 X W S 5.8.6 Combat turn at 25 000ft This is similar to the analysis above but with a 0.557 1.225 0.455. At 25 000 ft the best speed for excess power is 200 m s in SI units A q 0.5 X 0.557 X 2002 11 140 With p and CD values the same but with load factor n 2 gives T W 0.8 0.445 11 140 0.8 0.03 W S 0.017 x 2 X 0.8 11 140 2 x W S 5.8.7 Climb rate This criterion assumes a non-accelerating climb so the last term in the fundamental equation is zero but the penultimate term assumes the value relating to the specified rate of climb. We will use an average value of climb rate of 18.15 m s i.e. 25000 ft in 7 min and make the calculation at the average altitude of 12 500 ft at a best aircraft speed of 150 m s. At 12500ft a 0.841 1.225 0.686 At 150m s q 0.5 X 0.841 X 1502 9461 Using the standard values for p at mean combat mass and the drag coefficients CDO and K previously specified we get T W 0.8 0.686 9461 0.8 0.03 W S 0.017 X 1 X 0.8 9461 2 X W S 18.15 1 150 5.8.8 Constraint diagram The above equations have been evaluated for a range of wing loading values 150 to 550kg m2 . The resulting curves are shown in Figure 5.21. The constraint diagram shows that the landing constraints approach speed and ground run present severe limits on wing loading. To identify the validity of the constraints relative to other aircraft values appropriate to specimen competitor aircraft that were identified earlier in the study have been plotted on the same constraint diagram Figure 5.21. Some interesting conclusions can be drawn from this diagram The S212 T45 MiG .
