Notes on CQ #1

1 pV12 2 1 q 2 = pV22 = 4q1 2 V1C Re 1 = V V2 C Re 2 = V q1 =

D1 = q1 cCd ( Re1 ) = q2 cCd ( Re 2 ) D2

2 Drag scales withV Cd (V )

D = q c Cd (Re) From data, Cd Re D q N c Re N 1

2 V

1 2

Laminar flow behavior

1 2

V 2 1 13

D V2 , c. f . Turbulent Cd Re 7 , D V7 D withV

Note dependence on chord D c 2 , c.f. Turbulent D c 7 Drag Polar

CL L L or Cl q S ref q A ref N N
usually wing planform

usually chord

CL stall

CL

min

increasing

CD

min

CD

CD

Notes on CQ

For many aircraft,

CD CDmin + k min CL CLmin

Also, since CDmin CDo & CLmin 0

2 CD CDO + kCL

The first option will be slightly more accurate, but both are reasonable approximations. Notes on CQ #2 (1) First, we note that CDO & k will almost certainly depend on the Reynolds number. But, this dependence is probably weak since the b.l. flow will be turbulent. So, we assume CDO & k remain constant to good approximation. Also important is that for a general aviation aircraft, we expect no wave drag since the flight is subsonic. (2)

D=

1 2 V 2 S CDO + kCL 2

)
2

1 V 2 SCDO 2

W 1 2 + k V S 2 1 V 2 S 2

1 1 k D = SCDO V 2 + W2 2 2 
1 S V   2 D0
  
DL

So we see that D0 V 2 & DL

1 V2

(3) Often at cruise, D0C DLC for prop-aircraft.

DC = D0C + DLC = 2 D0C

At approach: 1 1 DA = 4 D0C + D0C = 4 D0C 4 4 Note: DA > DC

16.100