Hello...i have seen the 727 (aaaa what a wonderful machine !!) doing 420kts Indicated at 2000ft !! At the time aloud banging noise started at the nose area.I was new at the 27 so i was told that this sound comes from the nose gear doors banging at high speeds due to aerodynamic loads created by the fuselage !
|Quoting 411A (Reply 15):|
I'm suspect, Blackbird, that you have your V speed nomenclature just slightly mixed up.
Turbojet/turbofan powered swept wing airliners, with a few exceptions, don't have a Vne.
They have a Vmo and Mmo.
|Quoting 411A (Reply 18):|
Lets say you convert a multi-piston engined airplane to turbopropeller power.
Vne goes away.
It is replaced by Vmo, which by the way, is lower than the former Vne.
|Quoting 2H4 (Reply 19):|
If you converted a turboprop to piston, would the reverse be true?
What was your most memorable moment flying the 707?
|Quoting DH106 (Reply 23):
Seen no mention here of the Convair 990 which had an even higher Vmo/Mmo than the 880.
|Quoting Blackbird (Reply 25):|
I always thought the thickness (not thickness/chord ratio... just the thickness) was the same as the CV880.
|Quoting Blackbird (Reply 27):|
The CV-880 had a 35-degree sweepback angle. The CV-990 had a 39-degree sweepback
I consider this the best 880/990 book written in the past two decades. It is inclusive with the good, bad and the ugly. The author probably overemphasizes the corporate mistakes. The aircraft is also criticised more than a thoroughbred should be. However, the contributions in photography and interesting stories add up to a very positive account of an incredible jet. Some of the technicals are slightly in error. The wing sweep was almost 40 degrees, not thirtyfive. Also the color photo of an 880 flight deck is reversed. I bought two copies for myself.
|Quoting Blackbird (Reply 31):|
The CV-990's IS 39 however.
|Quoting Blackbird (Reply 33):|
The CV-880 is 35 right?
|Cv880 N8806E, just outside Lisbon Airport. From Google Earth|
|Quoting Blackbird (Reply 41):
What was the 707-420's story?
|Quoting Blackbird (Reply 41):
They to my knowledge had a lower VMO/MMO and stuff, and if I recall they took off with a 30-degree flap detent. Why the speed differences and flap-setting difference? Did the plane have a different wing cross-section or something?
707-400 series aircraft Vmo Airspeed Limits are identical to those listed in the
applicable section Part I of this Data Sheet except the 707-436 and 707-465 Vmo limit
at 23,300 feet is 430 mph (375 kts) and the Mmo limit is .852 at 23,300 feet and above.
|Quoting BoeingFixer (Reply 42):|
The extended V-Stab and small ventral fin were added to the -400 as part of the certification program to meet the UK ARB concerns.
|Quoting 411A (Reply 45):|
However, for South African Airways only, full span leading edge devices were fitted, to allow for departures from JNB without exceeding tire speeds.
|Quoting 411A (Reply 47):|
If you refer to my previous post on the subject, DH106, you will note that my reference was to older -320 and 400 series straight-pipe (non-fan) aircraft, and of these, only the models produced specifically for SAA had full span leading edge devices.
Later 320 series fan powered aircraft all had full span LED's.