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The outer edges of the diagram, the envelope, show the possible conditions that the aircraft can reach in straight and level flight. For instance, the aircraft described by the black altitude envelope on the right can fly at altitudes up to about 52,000 feet (16,000 m), at which point the thinner air means it can no longer climb.
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.
The aircraft Mach number at which these effects appear is known as its critical Mach number, or M CRIT. The true airspeed corresponding to the critical Mach number generally decreases with altitude. The flight envelope is a plot of various curves representing the limits of the aircraft's true airspeed and altitude. Generally, the top-left ...
The absolute ceiling and service ceiling diagram of an aircraft. With respect to aircraft performance, a ceiling is the maximum density altitude an aircraft can reach under a set of conditions, as determined by its flight envelope.
According to the Flight Envelope diagram, [71] TSR2 was capable of sustained cruise at Mach 2.05 at altitudes between 37,000 ft (11,000 m) and 51,000 ft (16,000 m) and had a dash speed of Mach 2.35 (with a limiting leading edge temperature of 140 °C).
Two aircraft were built to prove the tiltrotor design and explore the operational flight envelope for military and civil applications. [ 8 ] [ 9 ] In 1981, using experience gained from the XV-3 and XV-15, Bell and Boeing Helicopters began developing the V-22 Osprey , a twin-turboshaft military tiltrotor aircraft for the U.S. Air Force and the U ...
China Airlines Flight 006 damaged by going outside its flight envelope to gain control after a drop of 3,000 m in 20 seconds. Flight envelope protection is a human machine interface extension of an aircraft's control system that prevents the pilot of an aircraft from making control commands that would force the aircraft to exceed its structural and aerodynamic operating limits.
At 180 knots (333 km/h; 207 mph) level flight, it could enter a 1.4 g bank turn with the rotor in autorotation, increasing rotor rpm. [5] Airframe stress prevented rotor speed reduction and thus full flight envelope expansion. [5] The XH-59A had high levels of vibration and fuel consumption. [6] [3] The 106-hour test program for the XH-59A ...