Yes. Although lots of things vary by nation, in general, ICAO holding speeds are lower.
MolaKule Q&A on Aircraft Structures VI WIngs
- Thread starter MolaKule
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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?
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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MolaKule
Staff member
New wing question:
Describe the differences between a "Fowler" flap and a "Split" flap.
Describe the differences between a "Fowler" flap and a "Split" flap.
Both Fowler and split flaps are types of high-lift devices used
on aircraft to increase lift and drag, primarily during takeoff
and landing. However, they differ significantly in their mechanism
and effectiveness.
Fowler flaps are the most complex type of trailing-edge flap.
They not only hinge downwards like a simple flap but also
slide rearwards on tracks,. This rearward movement effectively
increases the wing's surface area (chord), while the downward
deflection increases the wing's camber.
Split flaps are simpler than Fowler flaps. Only the lower surface
of the wing's trailing edge hinges downwards, while the upper
surface remains immobile.
on aircraft to increase lift and drag, primarily during takeoff
and landing. However, they differ significantly in their mechanism
and effectiveness.
Fowler flaps are the most complex type of trailing-edge flap.
They not only hinge downwards like a simple flap but also
slide rearwards on tracks,. This rearward movement effectively
increases the wing's surface area (chord), while the downward
deflection increases the wing's camber.
Split flaps are simpler than Fowler flaps. Only the lower surface
of the wing's trailing edge hinges downwards, while the upper
surface remains immobile.
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MolaKule
Staff member
Very good.
The Slotted Fowler flap is the most used trailing edge, high lift device for large aircraft.
The Slotted Fowler flap is the most used trailing edge, high lift device for large aircraft.
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MolaKule
Staff member
Winglets reduce tip vortices, thus reducing drag.
What was the first aircraft to utilize winglets?
What was the first aircraft to utilize winglets?
The first commercial airliner to have them was the 747-400.
First aircraft of any kind? Much earlier than that.
4wd
$50 site donor 2026
CO helped test them on the DC10 … ultimately delayed until MD11 …
MolaKule
Staff member
According to most sources, it was the Learjet 28 from 1977.
MolaKule
Staff member
New Question: What are "externally blown flaps" and what advantage do they provide?
See any article on the C-17.
See any article on the C-17.
MolaKule
Staff member
Externally blown flaps are flaps that are in the direct exhaust flow from the engine. This arrangement provides extra lift
MolaKule
Staff member
This is the Absolute Last Question in this Series:
Wing shapes of airfoils are many and varied to suit the application.
Question: Why are most commercial aircraft wing profiles composed of two or more different NACA airfoils?
https://handwiki.org/wiki/Physics:NACA_airfoil
Wing shapes of airfoils are many and varied to suit the application.
Question: Why are most commercial aircraft wing profiles composed of two or more different NACA airfoils?
https://handwiki.org/wiki/Physics:NACA_airfoil
