By Maido Saarlas

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**Example text**

Or, in other words, for a given aircraft, VEs is then a function of aircraft weight W only. The indicated airspeed is the actual instrument indication in the aircraft at any given ﬂight condition and altitude. A number of factors contribute to the difference between the ﬁgure shown by the IAS dial and the actual true airspeed (TAS): instrument error, installation error, position or instrument location error, compressibility at high speed, and deviation of local density from that of the sea level value 0.

Thus, Eq. 54 avoids the curve-ﬁtting process to determine the constants m, To, A, and B in Eqs. 34 and may seem to yield somewhat more accurate results. However, if thrust shows appreciable variation with velocity as is more often the case, the calculation process may turn out to be rather laborious and iterative to determine the correct value of Ta for use in Eq. 54. 3a continued) This example shows how the same performance data can be determined by the approximate approach. However, since simpliﬁed engine data is used, the agreement, as anticipated, is very good.

To simplify calculations, and to generalize the results, it is practical to use nondimensionalized equations, starting with Eq. 2. 40) which is Eq. 30 and was entirely expected. The maximum velocity can now be obtained by substituting a suitable thrust expression into Eq. 36. Consider ﬁrst Eq. 33—or for that matter, any thrust expression with T independent of velocity. Then Eq. 42) one obtains from Eq. 43) Eq. 44) which, in turn, yields two more solutions. 46) It is evident that V2 represents the high-speed solution, V2 Ͼ 1, and V1 is the low-speed solution, V1 Ͻ 1.