330/340 T/O Pitch Response
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330/340 T/O Pitch Response
Was wondering if anyone has any ideas why the 340/330 nose leaps skyward at higher (i.e. 6 or 7 units) pitch settings, and not so at the other end of the band?
When you think about it in relation to GWCG position, and rudder/wheel arms, it doesn`t make sense... or does it?
When you think about it in relation to GWCG position, and rudder/wheel arms, it doesn`t make sense... or does it?
As the angle of attack increases on a wing, the centre of pressure moves forward. On wide chord wings this results in a pitch up.
On fighter aircraft with very wide wings in relation to the body this pitch up tendency can exceed the elevator authority.
I have seen video of fighter takeoffs where this has happened, and the only option was to eject.
On fighter aircraft with very wide wings in relation to the body this pitch up tendency can exceed the elevator authority.
I have seen video of fighter takeoffs where this has happened, and the only option was to eject.
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Thanks for the answer. I was thinking more in terms of the initial rate of rotation (pitch change) as opposed to any wing reaction.
Whilst I appreciate that the horiz. stab. is ititially set at a higher AoA (albiet -ive), and therefore will give a greater response at the initial application or rotation force, I thought this would have been more than offset by the CG position.
Also wonder if the new buses 340-500, A3xx etc, will take of in ground mode (direct law), or will have some pitch damping. It is scarey enough doing three weeks long haul on the 340, then a 330 jolly to realise the variences. Surely they wouldn`t be able to MFF the new derivatives when they really don`t fly similarly at the most critical phase of flight.
Whilst I appreciate that the horiz. stab. is ititially set at a higher AoA (albiet -ive), and therefore will give a greater response at the initial application or rotation force, I thought this would have been more than offset by the CG position.
Also wonder if the new buses 340-500, A3xx etc, will take of in ground mode (direct law), or will have some pitch damping. It is scarey enough doing three weeks long haul on the 340, then a 330 jolly to realise the variences. Surely they wouldn`t be able to MFF the new derivatives when they really don`t fly similarly at the most critical phase of flight.
