Yes. Although lots of things vary by nation, in general, ICAO holding speeds are lower.
MolaKule Q&A on Aircraft Structures VI WIngs
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MolaKule
Staff member
Thanks for all of the answers and explanations.
So what we have learned is that ailerons and flaperons can control the aircraft's roll.
For commercial aircraft, the flaperons tend to be used for minor roll correction at cruise to ensure a smooth flight, controlled by the autopilot.
So what we have learned is that ailerons and flaperons can control the aircraft's roll.
For commercial aircraft, the flaperons tend to be used for minor roll correction at cruise to ensure a smooth flight, controlled by the autopilot.
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MolaKule
Staff member
Next Wing question:
For a commercial aircraft with a low-mounted dihedral wing, a wing carry-through structure can be designed as a center ---- tank.
For a commercial aircraft with a low-mounted dihedral wing, a wing carry-through structure can be designed as a center ---- tank.
Stub?
MolaKule
Staff member
Think of a structure that would help to increase range.
Fuel what you’re looking for?
Fuel.
MolaKule
Staff member
A center fuel tank may also serve as a carry-through structure to help with the lifting and landing loads, which are transmitted throughout the rest of the aircraft via the stringers (longerons) and frames. This tank is usually positioned slightly forward of the wheel well box and helps to increase range with additional fuel volume.
This center fuel tank structure is usually implemented with very thick aluminum or titanium panels.
This center fuel tank structure is usually implemented with very thick aluminum or titanium panels.
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MolaKule
Staff member
Next Wing Question: Commercial aircraft (two engines) with dihedral wings:
Most high-bypass turbine engines are mounted on a pylon underneath the wing. This reduces the potential for wing flutter.
How does one determine how far out on the wing to place the engine, that is, what criteria determine the distance of the engine from the fuselage?
Most high-bypass turbine engines are mounted on a pylon underneath the wing. This reduces the potential for wing flutter.
How does one determine how far out on the wing to place the engine, that is, what criteria determine the distance of the engine from the fuselage?
MolaKule
Staff member
Q: How does one determine how far out on the wing to place the engine, that is, what criteria determine the distance of the engine from the fuselage?
One would prefer to mount the engines as close to centerline as possible. This mitigates control problems in engine-out situations and keeps the wing structure as light as possible.
Wing-to-fuselage separation is dependent on a number of factors.
First is the yaw force factor. Too far out on the wing, and single-engine control becomes difficult. You only have so much rudder control, so the rudder surface and the amount of rudder control are one factor.
Second is the bow wave from the fuselage. We do not want turbulent airflow from the fuselage to enter the engine; we want as much clean, unobstructed air as possible entering the engine, whether in straight flight or in turns.
On low wing aircraft, with engines mounted below the wing and far away from the centerline, engines too far out on the wing would limit the bank angle during landings, making crosswind/gusty landings difficult.
And lastly, the engines cannot be placed too close to the wing root because we need space for the landing gear support structure. Too close to the cabin and engine noise will be increased.
One would prefer to mount the engines as close to centerline as possible. This mitigates control problems in engine-out situations and keeps the wing structure as light as possible.
Wing-to-fuselage separation is dependent on a number of factors.
First is the yaw force factor. Too far out on the wing, and single-engine control becomes difficult. You only have so much rudder control, so the rudder surface and the amount of rudder control are one factor.
Second is the bow wave from the fuselage. We do not want turbulent airflow from the fuselage to enter the engine; we want as much clean, unobstructed air as possible entering the engine, whether in straight flight or in turns.
On low wing aircraft, with engines mounted below the wing and far away from the centerline, engines too far out on the wing would limit the bank angle during landings, making crosswind/gusty landings difficult.
And lastly, the engines cannot be placed too close to the wing root because we need space for the landing gear support structure. Too close to the cabin and engine noise will be increased.
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