lutorm

45 ms·

571.
by lutorm 8y ago
It happens right as the spacecraft is recoiling from the separation impulse, so I'd guess it's something coming off from the top of the stage and passing by the camera.
572.
by lutorm 8y ago
How so? As far as I understand, it will hold to a very high degree as long as the flight conditions are stable over the time scale needed to establish the airflow pattern over the wing, which is very short. (If the flight conditions are tha
573.
by lutorm 8y ago
I'm still at 1.0g, and 300kts, but I'm in a decent, obviously angle of attack is less than in level flight. This is a common misconception, but is not true. The angle of attack does not care if you are in level flight, climbing,
574.
by lutorm 8y ago
Specifically: "On 5 November 2014, Lufthansa Flight 1829, an Airbus A321 was flying from Bilbao to Munich when the aircraft, while on autopilot, lowered the nose into a descent reaching 4000 fpm. The uncommanded pitch-down was caused b
575.
by lutorm 8y ago
Rearrange and get: CL(AoA) = Az.m/(q.A) (Az = vertical acceleration.) The relationship between coefficient of lift and AoA is a known function that depends on the airfoil. As long as you're below the critical angle of attack, it&#
576.
by lutorm 8y ago
Indeed. But the system already knows what the mass is, this is needed to calculate takeoff performance, rotation speed, stall speed, maneuvering speed, etc. CG doesn't enter into it except to second order due to horizontal stabilizer l
577.
by lutorm 8y ago
Pitot-static failure is already a big deal for much more immediate reasons than an AoA estimate. And I'm puzzled why load factor changing would be a problem? The air data computer knows what the load factor is at any given time. To be
578.
by lutorm 8y ago
Are you a pilot? This is the basic way that a pilot can know whether he's close to stall without anything more than an airspeed indicator. It's basic flight physics. The lift developed by the wing is equal to CL.q.A. A is the win
579.
by lutorm 8y ago
These airplanes all have inertial measurement units feeding the flight instruments. On older aircraft, there would at the very least be a simple "G-meter". There are design limits on the load factor so it's important to track
580.
by lutorm 8y ago
That's a ridiculous statement. All sensor data are estimates. If the IMU and airspeed sensors are good enough to feed the artificial horizon, autopilot, etc, they're surely good enough to produce an AoA estimate that's good e
581.
by lutorm 8y ago
No abnormal nose-up pitching may occur. So what is "normal" nose-up pitching? As far as I understand, the older 737 models also exhibit a nose-up pitching behavior in high-thrust/low-speed situations, to the point that s
582.
by lutorm 8y ago
Except you can estimate the Aoa pretty well just using airspeed and load factor.
583.
by lutorm 8y ago
Our house has single-wall construction, so I'm immune to that illness. There is, by definition, nothing hidden in the walls. ;-)
584.
by lutorm 8y ago
Except stoicism doesn't say what the article claims it does, so maybe it's about the convenience of a corruption of stoicism. Kind of how the "prosperity gospel" is a very convenient form of Christianity to have if you
585.
by lutorm 8y ago
The book by Irvine mentioned in the article is also pretty good, but it's pretty clear the author didn't read it since it then proceeds with a complete mischaracterization of what Stoicism is about.
586.
by lutorm 8y ago
* There are implicit assumptions in scientific studies ... Power calculations refer to the model and not to whether it is the correct model.* True, but this crucial assumption needs to be kept in mind when using the study to inform yoursel
587.
by lutorm 8y ago
Unless I've forgotten more than I hope, I believe the formal definition of a 95% confidence interval is that "if the model is true, 95% of the experiments would result in a point estimate within the interval." This is distinc
588.
by lutorm 8y ago
Yes, there's a difference between a "statistically significant difference" and a "practically significant difference". One does not imply the other.
589.
by lutorm 8y ago
I think the last 200 years of history has demonstrated that science is a superior strategy, but it isn't obvious enough to be hand-waved. If you're talking about wars, you really think a hypothetical civilization with a technolo
590.
by lutorm 8y ago
"The one thing you learn in high level science is that nobody really knows what they're talking about, paradigms shift, and further study is required." That's true, but it's the best we've got. Not believing
591.
by lutorm 8y ago
Totally unrealistic. Insurance companies typically assess risk with actual data, they are very reluctant to insure completely unknown risks without a loss history that can be evaluated. Who's going to be the initial ones dying so that
592.
by lutorm 8y ago
Be that as it may, statistically flying has never been safer. I think your fear is misplaced.
593.
by lutorm 8y ago
There are other ways of estimating the AoA. If you know the airspeed and the load factor, you can back out AoA to a reasonable accuracy. That's less precise than a dedicated sensor, but it should be good enough to tell which sensor is
594.
by lutorm 8y ago
It is weird, though, that this was not caught in simulations (not training simulations, but in design simulations.) I would assume that running simulations to see how the design behaves when sensors fail would be an absolutely standard thin
595.
by lutorm 8y ago
True. However, there are "memory items" that have to be done from memory when the situation does not allow time for a checklist. Stall recovery is one of them, which is exactly when the MCAS is supposed to activate. I'm prett
596.
by lutorm 8y ago
737 pilots have said that they are already trained in the tendency of a 737 to pitch up when full power is applied at low speeds, which apparently is present in all 737 models. (Stall recovery procedures for a 737 apparently specifically de
597.
by lutorm 8y ago
"Under certain circumstances" is, as I understand it, close to stall. Many planes have less-than-desired stall characteristics. The tendency of T-tail planes to go into an unrecoverable deep stall comes to mind. Or have you ever f
598.
by lutorm 8y ago
And the C-130. An extremely successful aircraft.
599.
by lutorm 8y ago
It's not really about corporate greed, it's about people wanting to fly as cheap as possible . Redesigning an entire plane is indeed expensive and time consuming, and that cost would be passed on to the passengers. The airline in
600.
by lutorm 8y ago
With "normal" cars, there are two differences between front and rear wheel drive: one is the tendency to under vs oversteer, which does not affect your ability to get going. The other is the fact that front-wheel drive cars have t

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