By William Frederick Durand
Dieser Buchtitel ist Teil des Digitalisierungsprojekts Springer ebook documents mit Publikationen, die seit den Anfängen des Verlags von 1842 erschienen sind. Der Verlag stellt mit diesem Archiv Quellen für die historische wie auch die disziplingeschichtliche Forschung zur Verfügung, die jeweils im historischen Kontext betrachtet werden müssen. Dieser Titel erschien in der Zeit vor 1945 und wird daher in seiner zeittypischen politisch-ideologischen Ausrichtung vom Verlag nicht beworben.
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Additional resources for Aerodynamic Theory: A General Review of Progress Under a Grant of the Guggenheim Fund for the Promotion of Aeronautics
Motorl. VI, p. 173, 1915. 19 SECTION 8 The quantitative cOIDlection between the loss of lift and the drag has not as yet been obtained. A rule which has been often used, in accordance with which OL = ~ OL theor. 1) (see Division E I 8) should still be useful for those orders of magnitude which occur for the most part in practical applications. C. Wieselsberger has investigated this matter in greater detail and obtained a very simple result!. He used an airfoil with four degrees of roughness on the upper side.
F. Flugtechnik u. Motor!. 11 and 157, 1917; 11, pp. 68 and 87, 1920. 3 See Division E 10. SECTION 5 39 A quantity characterizing the size of the cross-section is necessary in order to determine the magnitude of the forces of lift. In theoretical work the quantity frequently used for this purpose is the radius of the circle into which the cross-section can be conformally transformed with unaltered conditions at infinity, or some other quantity connected with this transformation. For practical applications however, it is convenient to use some more obvious quantity, as for example the chord c of an equivalent flat plate (see 1).
Lift and drag coefficients for a rotating cylinder. effect). 5 for normal and something like 2 to 4 for slotted and suction wings respectively. Nevertheless, such procedure can scarcely be carried out in practice since in order to obtain such lift-coefficients the surface velocity of the cylinders must be of the order of three times the velocity of the airplane. This involves such high velocities of rotation in airplanes moving with the high speeds now usual, that the technical difficulties make the solution of the problem very difficult if not impossible.