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This intersection is the coffin corner, or more formally the Q corner. [3] The above explanation is based on level, constant speed, flight with a given gross weight and load factor of 1.0 G. The specific altitudes and speeds of the coffin corner will differ depending on weight, and the load factor increases caused by banking and pitching maneuvers.
Flight envelope is one of a number of related terms that are used in a similar fashion. It is perhaps the most common term because it is the oldest, first being used in the early days of test flight. It is closely related to more modern terms known as extra power and a doghouse plot which are different ways of describing the flight envelope of ...
A flight envelope diagram showing V S (Stall speed at 1G), V C (Corner/Maneuvering speed) and V D (Dive speed) Vg diagram. Note the 1g stall speed, and the Maneuvering Speed (Corner Speed) for both positive and negative g. The maximum “never-exceed” placard dive speeds are determined for smooth air only.
Because the federal government has funded the development of FalconView, it is a nonproprietary "government off-the-shelf" (GOTS) application and is free of any license fees for government use. This includes the use of the Software Developers Kit (SDK) which documents the interfaces for use by government developers and contractors working on ...
Descending (into warmer and denser air) at that singular (equivalent) airspeed/mach combination into a flight regime where the stall (equivalent) airspeed is less than the mach limit is the only option to get out of the coffin corner. The max altitude line on this aircraft's flight envelope prevents it from having a coffin corner.
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Another factor that makes it impossible for some aircraft to reach their absolute ceiling, even with temporary increases in thrust, is the aircraft reaching the "coffin corner". Flight at the absolute ceiling is also not economically advantageous due to the low indicated airspeed which can be sustained: although the true airspeed at an altitude ...