At 01:24 01 July 2007, Brtlmj wrote:
I suspect that Vne is more often determined by the
torsional resistance
of the wing. That's certainly the case for an ASW-20.
You suspect incorrectly. The faster you fly, the more
lift the wing is generating,

...._at_a_constant_angle_of_attack_. Fortunately, we
have this nice
device called 'elevator' and can change angle of attack.

Ahh yes, the elevator. so thats what thats for :-)
You CAN stall an aircraft at any angle of attack though,
it is a matter of exceeding the CRITICAL AOA, which
can happen at any speed, AOA, or load condition. Like
an accelerated stall for entry of snap maneuvers for
instance. This occurs at much higher than normal stall
speed, by intentionally exceeding the critical AOA,
meaning the AOA in which creates too much turbulence
on the top of the wing to keep it from stalling. Add
full rudder next and whala, you just did a snap roll,
great fun BTW.

Vne is limited by flutter speed. I am not entirely
sure, but I think
there is strict dependence between Vne and the theoretical
speed when
flutter should occur.

Bartek

With this statement you are correct for some gliders,
but not all. The same goes for the aerodynamic loading
I have been hammering on, for too long now--some gliders
but not all. VNE is usually based on aerodynamic loading,
and if well designed, flutter should not occur until
much higher speeds than that. Not always the case though.

Paul Hanson
"Do the usual, unusually well"--Len Niemi