Aerodynamic Design of Transport Aircraft by E. Obert

By E. Obert

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In fact, aircraft design is always about finding a compromise between opposing requirements. In this chapter, we shall further discuss the design of the external geometry as determined by aerodynamic design requirements and objectives. Up to about 1940, the relation between the geometry of aircraft components and aerodynamic characteristics was heavily based on experimental data (wind tunnel and flight tests). Well-known examples are the NACA 4-digit and 5-digit series airfoils and the NACA engine cowlings.

This range was only a fourth of the maximum range, resulting in a design that was not flexible in range and consequently it was an economic failure. 1 - Dassault Mercure. Source: Andrew Hunt VFW 614: This aircraft was technically too complicated for the intended market section at its time of introduction and therefore not affordable. The lesson to be learned from this is that applying (new) technologies does not necessarily pay, particularly when politics are heavily involved. 2 - VFW 614. Source: J.

2 and has an available take-off field length of 10000 ft leading to a maximum take-off weight MTOW = 400,000 lb. 1. This then leads to a maximum take-off weight MTOW = 380,000 lb, a reduction of about 5%. This may not seem much, but an aircraft like the Boeing 767 has an empty weight fraction of 50% of the maximum take-off weight, a fuel fraction of 35% and a payload fraction of just 15%. The reduction in take-off weight reduces the payload weight to 10% of the original take-off weight. This decrease in revenue of 30% is unacceptable for operators and makes the aircraft economically unattractive for this particular operation.

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