To calculate the lift coefficient of the aircraft flying at 230 m/s based on the provided information, we need to keep in mind a couple of important factors, such as the Mach number \( M \) and the effect of compressibility.
- You mentioned that the aircraft is flying at sea-level conditions (which generally corresponds to standard atmospheric conditions) with a velocity of 230 m/s. At sea level, the speed of sound is approximately 343 m/s, so we can calculate the Mach number \( M \) as follows:
\[ M = \frac{V}{V_a} \]
where:
- \( V \) is the velocity of the aircraft (230 m/s),
- \( V_a \) is the speed of sound at sea level (343 m/s).
So we can find \( M \):
\[ M = \frac{230 , \text{m/s}}{343 , \text{m/s}} \approx 0.671 \]
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The lift coefficient \( C_L \) is known at \( M = 0 \) (which is 0.7 in this case). However, as we are now at \( M \approx 0.671 \), we need to check if the lift coefficient has been affected by the compressibility effects, which typically occur for \( M \) values approaching 0.75 or higher in subsonic flows.
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Since we are below this threshold, for an ideal case, we can assume that the lift coefficient won't change significantly just because of the change in Mach number, and thus can still use \( C_L = 0.7 \).
So, in conclusion, under these sea-level conditions and at the given speed, the lift coefficient \( C_L \) of the aircraft flying at 230 m/s can remain approximately:
\[ C_L \approx 0.7 \]
However, if you are interested in how \( C_L \) might react to an increase in Mach number approaching compressibility effects, factors like changes in air density and other aerodynamic considerations must be accounted for. But, based on the provided information, \( C_L \) at 230 m/s remains around \( 0.7 \).
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