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           - -0.7320rad
                   = -47.0543 deg
     .6813
 R=: oy0'6'
                       g tan At,
                                 168.74082 * 0.6813
    = 981*7.9373
                    -. 249.1362 m
         V cos y
(o -. --
     R   '
     - 0.4614 racVs
= 26.4409 deg/s
 2:rt
t-~
   to
  - 13.6231s
The height lost per turn is given by
                                               Ah : (V sin y)t
                                                                                            -.  1682.6 m
145
The results of the calculation are summarized in Table 2.3- From this exercise we
note that, for the given aircrafi, the MSTR program gives optimum steady turning
performance in horizontal plane at sea level. The given aircraft cannot execute the
predicted SST at sea level because the required lift coefficient of 2.9292 exceeds
CL.  " of 1.2. However, the best possible turning performance occurs when flying
at comer velocity but is accompanied by a.significant loss of height as much as
 1682.6 m per turn.
      '-- 8.0
kr. = ,os-' (8~0)
146              PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL
                        Table 23   Summary ofresults
~~-_--        ------_-_-~-_---_-
Parameter  MSTR   SST    rzmu  Comervelocity
~-- -- -_-----   -   -
/,r,,deg   73.3466  44.6643  81.2694  82.8182
R,m   411.8214 211.4288 1392.60   249.1362
co,deg/s  16.1693  12.2709  12.2709  26A409
n       3.4894   1.4060   6.5881    8.0
t,s     22.2650  29.3333  29.3333  13.6231
CL      1.1034  2.9292   0.3162   1.20
E       6.9789  -    13.1762   6.4935
V,m/s   116.2160  45.2778  298.295  168.7408
Ah,m    0     0     0    1682.6
-----==-~--___-.
2.9   Takeoff and Landing
  Takeoff and landing, although not exactly free-flight conditions, are critical
phases of aircraft operation. A safe operation of takeoff and landing not only
depends on the aerodynamic and propulsion characteristics of the aircraft'but also
onvthe piloting technique.
2.9.1 Takeoff
       A typical takeoffphase consists ofthe following steps: 1) with engines producing
 maximum power/thrust, the aircraft is accelerated from rest to the takeoff speed;
2) on reaching the takeoff speed, the aircraft is rotated noseup so that the angle
of attack increases to generate sufficient lift for liftoff; and 3) the aircraft starts
climbing to clear the specified obstacle height (hobst). FAR Part II on takeoff
 specifies an obstacle hei~ht of 35 ft (11.5 m) whereas RAE, U.K., specifies 50 ft
 (approximately 15 m). The takeoff phase is said to be complete once the aircraft
 clears this prescribed obstacle height. The pilot then retracts the landing gear to
　
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