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By H. H. Hurt, Jr.

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In many aircraft the effect of intermediate flap deflection is of primary importance in certain critical operating conditions. Small initial deflections of the flap cause noticeable changes in C’s,, without large changes in drag coefficient. This feature is especially true of the airplane equipped with slotted or Fowler flaps (refer to fig. 17). Large flap deflections past 30’ to 33’ do not create the same rate of change of Cs- but do cause greater changes in CD. - and the last 50 percent of flap deflection causes mo~c than half of the total change in Cs.

A rearrangement of the basic lift equation defines this relationship. 2 J & L,J Since the stall speed is the minimum flying speed necessary to sustain flight, the lift coefficient must be the maximum (CL,,,,). 11 has the following properties: Weight = 14,250 lbs Wing area=280 sq. ft. * -v, p 0V The example airplane was specified to have: Weight = 14,250 lbs. = stall speed, knots TAS W= weight, lbs. (lift = weight) The following table depicts the lift coefficients and angles of attack at various airspeeds in steady flight.

The effect of power on the stall speed of an airplane is determined by many factors. The most important factors affecting this relationship are powerplant type (prop or jet), thrustto-weight ratio, and inclination of the thrust vector at maximum lift. 20. The slisstream velocity behind the propeller is different from the free stream velocity depending on the thrust developed. 20. Power Effects 46 INDUCED FLOW FROM PROPELLER SLIPSTREAM NAVWEPS 00-801~0 BASIC AERODYNAMICS and high power, the dynamic pressure in the shaded area can be much greater than the free stream and this causes considerably greater lift than at zero thrust.

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