Quote:
Originally Posted by Harri Pihl
Ok, at 19680lbs and otherwise the same parameters I got:
V = 523,9 km/h => 42,46 km/h less than at 9680lbs
T = D = 7653,63 N => 485,61 N more than at 9680lbs
Comparing the amount of induced drag at all these weights:
at 9680lbs Di is 382,45 N ie 5,34% of total drag
at 10280lbs Di is 433,60 N ie 6,04% of total drag
at 19680lbs Di is 1847,45 N ie 24,14% of total drag
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Hari - carefully
Tmax at 8,000 pounts = Tmax for 10,000 pounds = Tmax for 96,000 pounds gross weight.
Throw Thrust out of the equations when solving for Velocity between the two, rho is not important, live T, it is the same for both conditions. e, AR, engine/prop efficiency is the same for both conditions.
If you wish to do a balance between Induced drag and parasite drag to equal the 'UNADJUSTABLE" Thrust, go for it, but it is simpler to use the parametric rations Crumpp showed you and patiently explained.
They are the right ones to analyze this problem of major increase in fuel weight (5% or more) on real speed performance.
Since you are dealing with the P-51 there is a lot of flight test data out there - go look and compare as long as you use the same engine and boost conditions. The airframe induced and parasite drag are the same between P-51B and D. Only the weights, the engines and the boost/fuels are variables until you get to the P-51H.
In the case of a P-51B it (Velocity) is unbelievable at 8,000lbs, pretty good at 10,000 pounds and hardly moves, if at all, out of the chocks at 96,000 pounds but the Thrust is exactly the same for Max Power for that engine.