Actually, I think that you were told wrong.
If you read Gary Powers' book the quote is "The U2 has only a few Knots
between the stall and Critical Mach Number." I didn' think that flutter was
a big issue with irreversable power flying controls.
regards,
----- Original Message -----
From: "Andrew Sarangan" <asarangan@YAHOO.COM>
Sent: Sunday, September 23, 2007 8:13 PM
Subject: Re: Europa-List: Re: More on VNE
>
> 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.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=135910#135910
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> --
> 15/09/2007 19:54
>
>
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