Based on my reading, it is too simplistic to say that flutter depends
only on TAS. An exact model would have to include IAS and TAS, and not
necessarily in a linear fashion. In the example of flying at FL450, the
airplane is unlikely to encounter flutter with a dynamic pressure that
is near stall condition. However, it is true that the margin between
stall and flutter can significantly narrow at higher altitudes. I was
told that the U-2 only has a few knots margin between stall and flutter
at its highest operational altitude.
--- europa flugzeug fabrik <n3eu@oh.rr.com> wrote:
> <n3eu@oh.rr.com>
>
> Wait a minute here. The quoted cite sounds authoritative, but U.S.
> Regs for production aircraft state that Vne must be marked on the
> ASI.
>
> If we got enough of a turbocharger to get to like FL450, we could
> indicate down near stall at max cruise velocity attainable, and
> contrary to what they say, our ailerons won't be very effective at
> all. How can we possibly experience aileron flutter just above stall
> speed?
>
> Fred F.
>
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>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=135910#135910
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