Preliminary Design 49

An expression for wing loading is obtained by inserting equation 4.36 into equation 4.86, as
follows:
K
C
S
W
W
SC V
W
P
ROC
o
D
D
P
3
2
2
1
2
max
max

q
= (4.87)
This equation can be further simplified
8
as follows:

( )
|
|
.
|

\
|
|
.
|

\
|
=
max
max
max
155 . 1
3
2
D L S
W
K
C
W
P
ROC
o
D
P

q
(4.88)
This equation may be manipulated and inverted to obtain the power loading as follows:

( )

|
|
.
|

\
|
|
.
|

\
|
+ =
P
D
P
D L S
W
K
C
ROC
W
P
o
q

q
max
max max
155 . 1
3
2

( )
|
|
.
|

\
|
|
.
|

\
|
+
= |
.
|

\
|
P
D
P
ROC
D L S
W
K
C
ROC
P
W
o
q

q
max
155 . 1
3
2
1
(4.89)
where, the prop efficiency in climbing flight is about 0.7. The typical value of maximum lift-to-
drag ratio for several types of aircraft is given in Table 4.5.
The wing and engine sizing based on rate of climb requirements is represented in
equation 4.89 as the variations of power loading versus wing loading. The prop efficiency in
climbing flight is about 0.5 to 0.6. The variation of W/P as a function of W/S based on ROC for
a prop-driven aircraft can be sketched by using equation 4.89 in constructing the matching plot
as shown in figure 4.13. In order to determine the acceptable region, we need to find what side of
this graph is satisfying the climb requirements.
We note that the rate of climb (ROC) is in the denominator; hence, as the value of ROC
in equation 4.89 is increased, the value of thrust loading (W/P) will drop. Since, any value of
ROC greater than the specified rate of climb is satisfying the climb requirement, so the region
below the graph is acceptable.

8
The simplification is given in Ref. 10.