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OK, 1 or 2. Its all relative. Not every wing stalls at 14
degrees AOA. Higher loading, more lift, higher AOA. Isn't the
cruise AOA, at the design range of density altitude and at minimal
weight different than that at max gross weight? Perhaps the device
mentioned wants some arbitrary number as a start for the straight line
function.
The Advanced System AOA uses two points on the straight line , determined
in flight, to calibrate that device. Remember it measures pressure
differential between the upper and lower wing surface that takes into
account density altitude and loading along with pitot and static
pressure.
Scott
In a message dated 2/7/2014 10:57:10 A.M. Central Standard Time,
douglasbrunner@earthlink.net writes:
Question for all the
aerodynamicists out there.
If a plane
is flying, its wing must be generating lift. Does a wing generate lift
at a zero degree angle of attack?
I thought
that there must be some positive angle of attack in level flight. Am I
wrong about this?
And if I am
right, shouldn't the angle of attack be set to some small positive
number?
-----Original
Message-----
From: Sky2high@aol.com
Sent: Feb 7, 2014 9:46 AM
To: lml@lancaironline.net
Subject: [LML] Re: Angle of attack
Tom,
Interesting. The wing has wash out so different parts of the wing
are at slightly different AOAs (think propagation of stall). The
design has the longeron at zero degrees at cruise, flaps at reflex (think
chord line from leading edge to flap TE). Even average angle of
incidence doesn't work because of wing/flap design. Why not use zero,
1 or 2?
Scott krueger
In a message dated 2/7/2014 8:16:45 A.M. Central Standard Time,
n20087@yahoo.com writes:
>
Folks
I am about to setup a g3x in my 360. I was wondering
if anybody could tell me what the typical cruise angle of attack might
be
Thanks
Tom
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