Dave Hirschman wrote: "According to Jack Norris, an aerospace engineer and technical director for the 1986 Voyager around-the-world flight, a simple, mechanical ASI (and an nderstanding of the aerodynamic drag chart and an airplanes best rate of climb speed) is all we need to maximize speed vs. drag. Minimizing drag is the key to reducing fuel burn and extending range."
I purchased the book. The proposition is quite simple; Total Drag = Parasite Drag + Induced Drag. Total Drag is what you pay for. Parasite Drag comes from pushing the plane through the air AND GOES UP WITH THE SQUARE OF THE AIRSPEED. Induced Drag comes from lifting the weight of plane, pilot(s), et al, up into the air AND GOES DOWN WITH THE SPEED. By plotting airspeed vs. the two drags, one sees that they cross at some point (PD = ID). This point is the "bottom of the Drag Bucket;" a low area where drag is almost constant over a range of airspeeds. At the upper end is where you run; a little more drag for the best speed. And this is only the first trick. The rest of the story involves flying at the highest usable altitude (10,000 ft MSL for Sport Pilots) with the openest throttle and leaned the best. So flying slower saves money! The final trick uses the first two to avoid fuel stops. Not only do you "keep on truckin'" while the fasties are on the ground, but you are spared the descent/climb cycle. You get to the "hundred-dollar hamberger" before they do! As a final note. All this wisdom is only diectly available with an accurate airspeed indicator. Many `coupes don't have that. So read that piece when Ed gets it transfered from "fly-in." Percy in NM, USA
