Very interesting thread, thanks for bringing this up. As a classic-jet enthusiast, I must say that I really miss this type of threads on A.net during the last years. It appears that there is not so much interest for early jetliners anymore. Same, it's why I chose my a.net username way back when (th...Jump to post
Cavitation is caused by a phase change, the rate of phase change depends upon local flow conditions (pressure, velocities, turbulence) as well as fluid properties (saturation pressure, densities, and surface tension). It is not a result of one factor. Cavitation is used all around us, like fuel inj...Jump to post
The slat intermediate position usually has the slot between wing and slat sealed, making the slat effectively a 'leading edge droop' in this position. This is a compromise position that develops extra lift, but at much less drag than with the slot open (e.g. slat fully extended) - which is ideal for...Jump to post
Drag is a of major importance during cruise, but when the flaps are extended (and these 'holes' appear) it's of much less a concern, indeed it's very useful for better speed control down the approach.Jump to post
How do these multiple jacks operate then if one hydraulic system goes down - with a jackscrew being irreversible? Unless they're placed in series (one after another) I guess, rather than in parallel (side by side) as you'd expect I can't see how they'd work. On the MD-11 the two nuts are connected ...Jump to post
How do these multiple jacks operate then if one hydraulic system goes down - with a jackscrew being irreversible?
Unless they're placed in series (one after another) I guess, rather than in parallel (side by side) as you'd expect I can't see how they'd work.
L1011 beats DC-10 on looks anydayJump to post
You can't tell the angle of attack from just looking at footage or pictures. i would guess with very high resolution cameras these days sometimes you can if you (can) zoom in enough. best regards Thomas I think Starlionblue's point was that angle of attack is also a function of direction of travel ...Jump to post
One for $30 on eBay here: https://www.ebay.co.uk/itm/324836243473?_trkparms=ispr%3D1&hash=item4ba1bfb811:g:euQAAOSwdhNhbGvf&amdata=enc%3AAQAGAAACoPYe5NmHp%252B2JMhMi7yxGiTJkPrKr5t53CooMSQt2orsSvhAqMt0wg86xg8aAkgjQJAkLkeZT%252B0P3PvSALXhxsN%252B%252BKTPXyVj9rS24%252FmnkJYQlmi1aw2kEYNh9VtDaVqy...Jump to post
The DC-8 uses a plain flap design with hinges. Airbus and Boeing usually use Fowler and slotted flap designs. I don't think they're quite plain flaps - but similar to the 707 type fowler flap where the actual rearward extention is fairly low compared to modern types which have a large area-increase...Jump to post
Comet 4B/C of Dan DareJump to post
Shame even the big model Concordes can't get the nose & visor correct & reasonably scale.
Awesome model though !
AirKevin wrote:DH106 wrote:Why is the VC-10 exempted?
Because someone started a separate thread for it.
Why is the VC-10 exempted?Jump to post
For recent books, The Martian movie did a good job of representing what was in the book and overall hued to it. One that completely missed it for me though was Ready Player One. The movie was more "inspired by" than accurate to the book. Tugg The Martian did an ok job - but it deviated fr...Jump to post
Concorde had to do an early left turn departing JFK on 31L didn't it? Canarsie something departure.
From about 0:50 in this vid
Stranger still was the Lockheed Constellation, which as well as having a forward angled nose gear, had considerable 'camber' on the nose wheel axles - meaning that the wheels were angled so that the bottoms of the tires where closer together than the tops. Perhaps this was to counteract to some exte...Jump to post
Agreed - definitely the Vickers Viscount takes the prize here.
Obviously pressurisation loads were less as the ceiling was lower, allowing these wonderfully large windows.
I think he was suggesting that Airbus deployment of composites does not always ensure weight savings in a given structure. I would guarantee you the overall sun assembly will be lighter, ie the HTP. You cannot compare parts within a sub assembly as that assumes the load paths are the same. It is al...Jump to post
'Getting more performance out of the wing' has to be the least valid point I've heard when comparing the different flight control philosophies. Starting with the dubious claim that you'll be closer to max lift when at the limit of stick shaker than you would be with max aft stick. That may or may n...Jump to post
The stall begins at CLmax by definition, but I take your point about it being progressive.
For that reason, presumably in a Boeing if you fly the max energy line and there are no margins, you'd be in stick shaker?
If it was at CLmax, there would be a stick shaker. There is none. Well the Boeing 'line' can't be at CLmax either for the same reason. Common sense and safety would dictate that Boeing would also apply a margin below the absolute CLmax - otherwise the slightest overshoot by the pilot would stall th...Jump to post
2) On an Airbus, you pull the sidestick all the way back. I agree. However, you are not Max Performing the wing. You are coming close but you're not there. On the Boeings, you are right at the stick shaker. It is not difficult to pull right to the max energy line on the PFD. If you can fly an ILS o...Jump to post
VMCA787 wrote:... but it was obvious the design philosophy was to take options away from the pilot.
If you hold the nosewheel off you risk slowing to a speed where the tail stalls. That will lead to the nose gear coming down rather too rapidly. I'm not sure the tailplane/elevators will actually get anywhere near their stalling AOA - the aircraft-on-the-ground geometry in most cases wouldn't allow...Jump to post
ntehrani wrote:There's a picture in the SimpleFlying of kitty safe in the cockpit window.
A tail should never have broken off because of rudder use unless of mechanical failure unrelated to pilot control or because of loss of control. The limiters should have been designed to handle eliminate that possibipity. Was he a knucklehead for being overly aggressive sure but that's where it sho...Jump to post
That prompts the question: why did they design it that way? I imagine having the structure further inboard may have saved some weight. If it's measurably better, why did other types not converge to this design? Why put the legs further out if it adds weight? In the case of Concorde, the necessary l...Jump to post
I think the 330/340 oleo is designed to depressurize so they can squeeze it in the bay. I'm not sure exactly how it works or why it was designed that way though.... They designed it that way to make it fit. ;) The oleo is not depressurised. There's a mechanical thingamabob called the "shorteni...Jump to post
If you wanna see some REALLY confused landing gear, check out A340. Side ones tilted back, middle one tilted forward. That's only on the A340 500/600 - prior versions only had a twin wheel centre gear. I suspect the reason for the forward tilting middle bogie is - as it's forward retracting - to al...Jump to post