The conventional layout will conversely suffer drag penalties from the disturbed airflow, from the propeller, over the front fuselage. All these features are an advantage for the canard layout. The smooth contours on the front fuselage and the forward position of the cockpit will allow the windscreen and canopy to be blended into the fuselage profile. The clean flow conditions over the nose will help to maintain laminar conditions over the forward fuselage profile. The pusher propeller configuration will reduce the size, and therefore the wetted area, of the fuselage. The layout details of the two aircraft will affect the aerodynamic calculations. Therefore, the main aerodynamic analysis for racing aircraft focuses on the reduction of drag. Marchman III, in Aircraft Design Projects, 2003 6.6.2 Initial aerodynamic considerationsĪircraft speed is one of the most significant factors in racing. It would be possible to re-optimize the aircraft configuration to better match the operational specification at this point but time was not available to do this in this project. The design had proved to exceed all performance goals in the aircraft operation. At the speed for minimum power required the maximum endurance was found to be 9.5 hours. ![]() Flying at minimum drag conditions gave a maximum range of 960 nm (1778 km). In normal 80 percent power cruise conditions at 9842 ft (3000 m) the range was calculated to be 825 nm (1528 km) with a 5.7 hour endurance. The absolute ceiling was determined as 21 650 ft (6600 m). The aircraft maximum rate of climb at sea level was found to be 1460 ft/min (445 m/min), and 755 ft/min (230 m/min) at the cruise altitude of 9842 ft (3000 m). ![]() With 30° flap deflection, this distance is reduced to 1066 ft (325 m). ![]() This gave a total distance of 1148 ft (350 m) after clearing a 50 ft (15.24 m) obstacle at an approach sink rate of 787 ft/min (4 m/s). With touchdown at 1.3 stall speed, which can be achieved with less than 10° flap deflection, and braking at 80 percent of touchdown speed, the landing ground roll was calculated at 755 ft (230 m). Using take-off at 1.2 stall speed from a hard surface gave a take-off ground roll of 689 ft (210 m) and a 50 ft (15.24 m) obstacle clearance take-off distance of 920 ft (280 m).
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