曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

in Fig. 3.9. The curve in Fig. 3.9a is to be used for those sections chat are very
close to the wing leading edge and where the upwash gradients are high. The curve
in Fig. 3.9b applies for those sections further away from the wing leading edge
where the upwash gradients are low or moderate. For that part ofthe fuselage that is
along the wing root chord, both a f and aeulaat are assumed to be zero. As a result,
this portion of the fuselage does not contribute to the pitching-moment integral of
Eq. (3.7). In other words, we can effectively assume that (1  + [aeulaal) = 0 for
this part of the fuselage.
   Both the curves in Figs. 3.9a and 3.9b are based on the wing-body lift-curve
slope of 0.0785/deg. For any other values of wing-body lift-curve slopYe, multiply
the values of 8eu/8a obtained from Fig. 3,9a or 3.9b by the factor CLa.WB/0.0785.
      For fuselage sections behind the wing trailing edge, the parameter (i+[aeu/aa])
varies linearly from zero at the wing trailing edge to the value (1 - [ae/acyl) at trie
horizontal tail aerodynamic center.
172          PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL
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