If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
|
Thread Tools | Display Modes |
#11
|
|||
|
|||
Another AirBus-320 question
pintlar schreef:
. . . .The British fibre glass 'home built' two seater that the TV serial was made about, (the British Vetinarinan pilot/builder), had its wings designed by an AirBus engineer. They were supposedly very efficient wings. Too bad that company is no longer offering those kits. That was a beautiful plane. That sounds like the Europa, to my knowledge the kit is still available. Even offering an alternative "motor-glider" wing. |
#12
|
|||
|
|||
Another AirBus-320 question
"pintlar" wrote in message ... I was lead to believe the B-52's wing took a negative angle of attack when the engines lost power. For the crew, that is nice to know that this is not true. I think you will find, with ANY airplane, that the angle of attack is solely dependant upon the airspeed and the weight. It would not be expected to change in any way by any power setting, from zero to max. Notice that this is definately NOT true for a powered rotary wing aircraft! :-) Highflyer Highflight Aviation Services Pinckneyville Airport PJY |
#13
|
|||
|
|||
Another AirBus-320 question
On Thu, 19 Feb 2009 23:47:51 -0600, "Highflyer" wrote:
"pintlar" wrote in message ... I was lead to believe the B-52's wing took a negative angle of attack when the engines lost power. For the crew, that is nice to know that this is not true. I think you will find, with ANY airplane, that the angle of attack is solely dependant upon the airspeed and the weight. It would not be expected to change in any way by any power setting, from zero to max. Notice that this is definately NOT true for a powered rotary wing aircraft! :-) Highflyer Highflight Aviation Services Pinckneyville Airport PJY It is not at all uncommon for a plane to "change trim" with application of power - add power and many planes will "nose up" slightly, and back the power down and they "nose down". This is preferable to the opposite condition, which can happen on the likes of a Lake or SeaBee. Upthrust od downthrust designed into the mount combined with the location of the engine is usually calculated to reduce the effect by tending to cancel each other out, but the combination is not always totally effective. |
#14
|
|||
|
|||
Another AirBus-320 question
Highflyer wrote:
"pintlar" wrote in message ... I was lead to believe the B-52's wing took a negative angle of attack when the engines lost power. For the crew, that is nice to know that this is not true. I think you will find, with ANY airplane, that the angle of attack is solely dependant upon the airspeed and the weight. It would not be expected to change in any way by any power setting, from zero to max. Notice that this is definately NOT true for a powered rotary wing aircraft! :-) Highflyer Highflight Aviation Services Pinckneyville Airport PJY I think you might say *range* of available angle of Attack? Or AOA for straight and level flight? Because at any weight and airspeed, I've always been able to pull the nose up or down - changing the AOA. |
#15
|
|||
|
|||
Another AirBus-320 question
cavelamb a fait l'effort d'йcri
Because at any weight and airspeed, I've always been able to pull the nose up or down - changing the AOA. And you change the speed or the thrust settings (or both)... For one weight and one speed, you have one AOA... You may have many fligt path angle, according to the thrust.... -- « Si tous les poиtes voulaient se donner la main, ils toucheraient enfin des doigts d'auteur! » Philippe Vessaire ТїУ¬ |
#16
|
|||
|
|||
Another AirBus-320 question
Philippe wrote:
cavelamb a fait l'effort d'йcri Because at any weight and airspeed, I've always been able to pull the nose up or down - changing the AOA. And you change the speed or the thrust settings (or both)... For one weight and one speed, you have one AOA... You may have many fligt path angle, according to the thrust.... And when changing thrust? |
#17
|
|||
|
|||
Another AirBus-320 question
cavelamb himself a fait l'effort d'йcri
For one weight and one speed, you have one AOA... You may have many fligt path angle, according to the thrust.... And when changing thrust You will have new FPa, or rate of climb/decsent but you keep the same AOA -- « Si tous les poиtes voulaient se donner la main, ils toucheraient enfin des doigts d'auteur! » Philippe Vessaire ТїУ¬ |
#18
|
|||
|
|||
Another AirBus-320 question
Highflyer wrote:
"pintlar" wrote in message ... I was lead to believe the B-52's wing took a negative angle of attack when the engines lost power. For the crew, that is nice to know that this is not true. I think you will find, with ANY airplane, that the angle of attack is solely dependant upon the airspeed and the weight. It would not be expected to change in any way by any power setting, from zero to max. Notice that this is definately NOT true for a powered rotary wing aircraft! :-) Highflyer Highflight Aviation Services Pinckneyville Airport PJY For large passenger aircraft, designers attempt to ameliorate loads by balancing one effect against another. An example: if you put fuel tanks in the fuselage, the wing bending moment is greatest with full tanks. If you put fuel tanks in the wings, the in flight bending moment is LEAST with full tanks. In the same way, to ameliorate the wing twisting moment due to engine thrust which increases with thrust, if the engines are set well forward of the wing center of rotation which twists the wing down towards the tips, the twisting moment DECREASES with increasing thrust (this is a balancing act, of course...) This design effort has the effect of increasing AofA with thrust, which is a stabilizing factor. Another design choice affecting AofA is Wing sweep. Forward sweep has efficiency benefits, but was often considered a lethal choice. A bump which increased wing bending moment also increases AofA in swept forward designs, but AofA decreases in Swept back designs. The later is a load-shedding effect. The former effect is a load multiplying effect, just when you don't want it. Brian W |
#19
|
|||
|
|||
Важным фактором для обеспечения успеха дела мы считаем умение относиться к своим коллегам и партнерам с уважением и достоинством.
Главным направлением деятельности нашего предприятия [url = "http://vadis-ppu.ru/catalog"] порно с детьми видео [/url] [url = "http://vadis-ppu.ru/search?search=%D1%82%D1%80%D1%83%D0%B1%D0%B0+%D0%B F%D0%BF%D1%83"] труба ппу [/url], [url = "http://vadis-ppu.ru/price"] зоофилы и педофилы видео [/url] является постоянное и целенаправленное совершенствование технологических процессов. Вместе с нашими специалистами Вы найдете оптимальное выражение любых Ваших идей.Наши специалисты всегда готовы оказать консультационную помощь и помочь Вам в осуществлении наиболее оптимального выбора изолированных труб ППУ и комплектующих деталей для ремонта и строительства теплотрасс. ПС Модераторам прошу вас не удалять объявление,если не туда запостил, перенесите в нужный раздел, с Уважением, Эксперементатор! |
|
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
airbus - Latest Plane From Airbus.jpg | [email protected] | Aviation Photos | 14 | June 26th 07 09:41 AM |
Which is easier: Boeing to Airbus, or Airbus to Boeing? | Mxsmanic | Piloting | 9 | February 21st 07 01:58 AM |
A question on Airbus landings | [email protected] | Piloting | 17 | July 18th 06 09:05 PM |
Good morning or good evening depending upon your location. I want to ask you the most important question of your life. Your joy or sorrow for all eternity depends upon your answer. The question is: Are you saved? It is not a question of how good | Excelsior | Home Built | 0 | April 22nd 05 01:11 AM |
Airbus | Ace | Simulators | 0 | March 2nd 05 05:13 PM |