By E. Obert
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Additional resources for Aerodynamic Design of Transport Aircraft
This is an important factor when considering the noise characteristics of a particular aircraft from a certification point of view. At take-off, the objective is to achieve a (CL)V2 as high as possible, combined with a (L/D)V2 as high as possible. At landing achievement of a high maximum lift coefficient is dominant but modern noise requirements limit the acceptable drag levels in the landing configuration. 10 shows the variation of (L/D)V2 with (CL)V2 for different aircraft. 11. The diagram shows how the lift-drag polar shifts up and to the right with increased flap setting: an increase in maximum lift comes with an increase in drag.
These different versions can have different take-off weights, fuselage lenghts, etc. Examples of this approach are the Boeing 787 family (787-3, 787-8 and 787-9) and the Airbus A350XWB family (A350-800, A350-900, A350-1000). 11 AERODYNAMIC DESIGN OF TRANSPORT AIRCRAFT In the second approach, growth versions of the aircraft are developed (long) after the first development round has been completed. These growth versions usually have considerable modifications and associated costs. 5 billion was invested.
For example no flow separation or transonic aerodynamic interference of any significance should occur). Preliminary design is in the first place a formulation of requirements which have to be fulfilled in the detail design of the aircraft by the various specialist disciplines. It is not just filling in formulae; it is the actual numbers of the various coefficients that matter. When a given number is ascribed to the zero-lift drag coefficient CD0 or to the wing weight this means that the design specialists need to achieve this level of drag or wing weight.
Aerodynamic Design of Transport Aircraft by E. Obert
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