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Another AirBus-320 question



 
 
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  #11  
Old January 22nd 09, 07:25 AM posted to rec.aviation.homebuilt
jan olieslagers[_2_]
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Posts: 232
Default 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  
Old February 20th 09, 06:47 AM posted to rec.aviation.homebuilt
Highflyer
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Posts: 102
Default 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  
Old February 20th 09, 01:42 PM posted to rec.aviation.homebuilt
[email protected]
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Posts: 155
Default 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  
Old February 20th 09, 03:57 PM posted to rec.aviation.homebuilt
cavelamb[_2_]
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Posts: 257
Default 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  
Old February 21st 09, 12:24 AM posted to rec.aviation.homebuilt
Philippe[_2_]
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Posts: 37
Default 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  
Old February 21st 09, 07:10 AM posted to rec.aviation.homebuilt
cavelamb himself[_5_]
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Posts: 9
Default 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  
Old February 21st 09, 09:27 AM posted to rec.aviation.homebuilt
Philippe[_2_]
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Posts: 37
Default 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  
Old February 21st 09, 05:26 PM posted to rec.aviation.homebuilt
Brian Whatcott
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Posts: 915
Default 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  
Old November 7th 11, 07:04 AM
Artenteli Artenteli is offline
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