effect of glide ratio, or (L/D),,, on the alti- 
tude required at the high key point at the ~ _ 
beginning of the flameour pattern. The air- 
plane with a low value of (L/D),,* will require 
a high altitude at the high key point. 
The most favorable situation during a 
flameout would be for the airplane to in posi- 
tion to arrive over the intended landing area 
the altitude for the high key point. In this 
case, the standard flameout pattern could be 
utilized. If the airplane does not have s&i- 
cient glide range to arrive at the landing 
area with the altitude for the high key point, 
it is desirable to fit the approach into the 
lower portions of the standard flameout ap- 
proach. If it is not possible to arrive at the 
intended landing area with sufficient altitude 
to “play” the approach, serious considera- 
tion should be given to ejection while suffi- 
cient altitude remains. Deviations from a 
well-planned approach such as the standard 
flameout pattern may allow gross errors in 
judgment. A typical error of a non-standard 
or poorly executed flameout approach is the 
use of excessive angles of bank in turns to 
correct the approach. Because of the great 
increase ‘in induced drag at large angles of 
bank, excessive rates of descent will be incurred 
and there will be further deviations from a 
desirable flight path. 
The power-off gliding characteristics of the 
airplane can be simulated in power on flight by 
certain combinations of engine power setting 
and position of the speed brake or dive Rap. 
This will allow the pilot to become familiar 
with the power-off glide performance and the 
flameopt landing pattern. In addition, the 
simulated flameout pattern is useful during a 
precautionary landing when the powerplant is 
malfunctioning and there is the possibility of 
an actual flarneout. 
The final approach and landing flare will be 
particularly critical for the airplane which has* 
a low glide ratio but a high best glide speed. 
These airplane characteristics are typical of the 
modern configuration of airplane which has 
NAVWEPS OD-ROT-80 
APPLICATION OF AERODYNAMICS 
TO SPECIFIC PROBLEMS OF FLYING 
low aspect ratio, sweepback, and high wing 
loading. Since these airplane characteristics 
also produce marginal flare capability in power- 
off flight, great care should be taken to follow 
the procedure recommended for the specific 
airplane. 
As an example of the power-off glide per- 
formance of an airplane with low aspect ratio, 
sweepback, and high wing loading, a best 
glide speed of 220 knots and a glide ratio of 6 
may be typical. In such a case, the rate of 
descent during the glide at low altitude would 
be on the order of 3,700 FPM. Any deviations 
from the recommended landing technique can- 
not be tolerated because of the possibility of an 
excessive rate of descent. Either premature 
flare or delayed flare may allow the airplane to 
touch down at a rate of descent which would 
cause structural failure. Because of the mar- 
ginal flare characteristics in power-off flight, 
the best glide speed recommended for the land- 
ing configuration may be well above the speed 
corresponding to the exact maximum lift-drag 
ratio. The greater speed reduces induced drag 
and provides a greater margin for a successful 
power-off landing flare. 
In the extreme case, the power-off glide and 
landing flare characteristics may be very criti- 
cal for certain airplane configurations. Thus, 
a well-planned standard flameout pattern and 
precise flying technique are necessary and, if 
very suitable conditions are not available, the 
recommended alternative is simple: eject! 
EFFECT OF ICE AND FROST ON AIRPLANE 
PERFORMANCE 
Without exception, the formation of ice or 
frost on the surfaces of an airplane will cause a 
detrimental effect on aerodynamic performance. 
The ice or frost formation on the airplane sur- 
faces will alter the aerodynamic contours and 
affect the nature of the boundary layer. Of