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why is Vne a TAS?



 
 
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  #21  
Old September 13th 05, 02:31 AM
Orval Fairbairn
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In article ,
john smith wrote:

BTW, if flutter happens what do you glider pilots do:
Nose up?
Nose down?
Start speaking German?


They say the same thing we do, only in German it's one word instead of
two and two syllables instead of one.


The Norwegian term is "Uff Dah!"
  #22  
Old September 14th 05, 06:09 PM
private
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"BTIZ" wrote in message
news:yN_Ue.14282$ct5.10523@fed1read04...
snip
Vne is based on IAS, TAS for the same IAS is higher at higher altitudes.

But
remember, it's not just airspeed, or airspeed indicator errors associated
with altitude changes, but also other dynamic "q" factors on the airframe

at
higher "effective" airspeeds.

Thank you for the informative reply. Please define "q"


  #23  
Old September 14th 05, 06:24 PM
private
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snip
On Sun, 11 Sep 2005 04:46:58 GMT, "private"
wrote:

snip
Can I have the groups wisdom and further explanation of the reasons for

this
and of how Vne changes with altitude.



Thank you all for the informative discussion.

Happy landings


  #24  
Old September 14th 05, 06:59 PM
private
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"T o d d P a t t i s t" wrote in message
...
snip
... Just checked Google ... at 100,000' they expect the sea
level stall speed of 88 km/hr to increase to 740 km/hr TAS
and Mach .66!


Got me thinking about Joe Kittinger and what the sound barrier must feel
like in freefall.

Happy landings


  #25  
Old September 15th 05, 12:05 AM
private
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"T o d d P a t t i s t" wrote in message
news
"private" wrote:


with altitude changes, but also other dynamic "q" factors on the

airframe
at
higher "effective" airspeeds.

Thank you for the informative reply. Please define "q"


Q is the term aerodynamicists use to refer to "dynamic
pressure." Dynamic pressure is equal to 1/2 x rho x V**2.

It's the pressure your airspeed reads - the difference
between pitot pressure and static pressure. It's a pressure
solely due to airspeed.

If you listen to a space shuttle launch you will hear a
reference to "max-q." That's the point of max aerodynamic
stress on the shuttle. As the shuttle accelerates, airspeed
increases, which increases q, but as it climbs, rho (air
density) decreases, which decreases q. After max-q the
decreasing air density decreases q faster than the
increasing speed increases it.


thanx, I should have remembered that, but then I would not have learned
about "max q"

Happy landings


 




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