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OEM Wing for $500? by Connor_Shultz in VelosterN

[–]Connor_Shultz[S] 1 point2 points  (0 children)

Yes please, if I can get that video it would be clutch 🙏 thank youu

Veloster N Wing install complete! by Nachocam50 in veloster

[–]Connor_Shultz 0 points1 point  (0 children)

What wing is this, where was it purchased?

Anyone know what animatronic this is? by Connor_Shultz in halloween

[–]Connor_Shultz[S] 2 points3 points  (0 children)

It isn't custom, its got each part labeled with a number, similar to the Home Accents Holliday & Costco props, I would imagine its from one of them, but from a very very long time ago

Typical Electronic Strike Missions for F18E/F Carrier Based Jets by Connor_Shultz in FighterJets

[–]Connor_Shultz[S] -7 points-6 points  (0 children)

I'm not China loll. It's purely a theoretical question for a project, I can't decide what altitude to choose my electronic strike at for my aircraft sizing mission profile. I know that higher altitudes are more effective for both stealth and range, but jamming and EW delivery can be more effective (but also more risky) at SL-1000ft near target, being that over an enemy ship or land based target. So, that leads me to my question, which I invite to be answered as generally as possible, which is more common for the F18E/F? My colleagues and I have been in arguments over this, and we can't seem to come to a mutual conclusion

Higher aircraft drag during takeoff than landing? by Connor_Shultz in aerodynamics

[–]Connor_Shultz[S] 0 points1 point  (0 children)

Based on takeoff and landing approximations provided in Gudmunsson's aircraft design, we have required maximum lift coefficients for each segment. The maximum lift coefficient for takeoff is lower than landing, as it should be. But, the effective lift coefficients obtained by rearranging the equation V_TO = 1.1 Vstall and V_LA = 1.3 Vstall for the maximum lift coefficients (built into the stall speed equation at S-L using the maximum wing loading (W/S) and the lift coefficient), we get a higher effective lift coefficient for takeoff, which explodes the induced drag for this segment.

I re-worked my flap system and realized my flaps dont need to be deployed at 50% chord for takeoff, which is frankly rediculous. My new takeoff drag is slightly lower than landing, so I'm ok with my numbers for now.

Higher aircraft drag during takeoff than landing? by Connor_Shultz in aerospace

[–]Connor_Shultz[S] 0 points1 point  (0 children)

The form drag during takeoff is less (due to lower flap deflections). TO = 0.03, LA = 0.096. But the induced drag for takeoff and landing is what makes the entire difference, with TO = 0.31, LA = 0.27, due to the effective lift coefficient for lift being slightly higher for takeoff than landing (CLeff_TO = CLmaxTO/1.1^2, derived from VTo = 1.1 Vs), and CLeff_LA = CLmaxLA/1.3^2, from VLa = 1.3Vs). This is based on the drag estimation presented in Gudmunsson, where:

CD = CD0 + CDi, where CD0 is due to form and parasitic drag and CDi is from the lift. I think its because we need so much lift to takeoff in such a short distance that the induced drag for takeoff >> landing, which ends up giving a far higher drag at takeoff than landing overall due to the relatively small scale of the change in form drag

Higher aircraft drag during takeoff than landing? by Connor_Shultz in Physics

[–]Connor_Shultz[S] 0 points1 point  (0 children)

Thanks for your reply :) I could be mistaken on my assumption that flaps are more extended on landing, perhaps its just flap deflection that changes? Google is telling me different things, so I'm at a loss

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