By A. K. Kundu, S. Raghunathan
Plane layout three (2000) 261 - 273
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Airplane layout 2 (1999) 1 - 18
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Extra info for A proposition in design education with a potential in commercial venture in small aircraft manufacture
3-67. From Eq. 3-70, we see that, for "good mileage," we want a large maximum lift-to-drag ratio, a high best-range airspeed, a low specific fuel consumption, and a low aircraft gross weight. The maximum lift-to-drag ratio and the specific fuel consumption are design characteristics whereas the best-range airspeed and the gross weight are a combination of design characteristics and operational considerations. Since the gross weight will decrease along the flight path, the best instantaneous range will increase along the flight path and the best mileage will be at the end of the flight when the aircraft is the lightest.
3-35. Do Prob. 85 lb/h/lb. You are to do the preliminary sizing of the lowest weight aircraft to meet 3-36. the following operational requirements: a payload of 20 passengers (at 200 lb each) plus 1,500 lb of cargo, a cruise range of 1,800 mi at 30,000 ft and at an airspeed of 440 mph, and an absolute ceiling of 40,000 ft. 44, and a thrust-to-engine weight of 5. a. Find the cruise lift coefficient and then the wing loading. b. c. Find the cruise-fuel weight fraction. Then with the assumption that the cruise fuel is 80 percent of the total fuel loaded aboard the aircraft, find the total fuel weight fraction.
The instantaneous fuel consumption rate is also of interest: measured in lb/h, it is displayed to the pilot as part of his instrument array. 155cW ( dt br Em If the specific fuel consumption is assumed to be independent of the altitude, then the best-range fuel consumption rate is also independent of the altitude. This means that for a given fuel load, a turbojet aircraft can stay in the air just as long at sea level as at altitude. It is the increased airspeed required at the higher altitudes that results in the greater range.