critical Mach number

This speed is known as the critical Mach number of the wing.

The phenomena associated with problems at the critical Mach number became known as compressibility.

The wing- and tail-thickness ratio was also reduced to increase the critical Mach number.

A swept wing delays the onset of this problem by increasing the critical Mach number.

At the lower critical Mach number, airflow around the entire aircraft is subsonic.

The actual critical Mach number varies from wing to wing.

Designed for high speed, with a critical Mach number of 0.93, the wing produced relatively limited lift at lower speeds.

The true airspeed corresponding to the critical Mach number generally decreases with altitude.

The speed at which this development occurs varies from aircraft to aircraft and is known as the critical Mach number.

Fighter, 29 built in 1955; introduced an improved wing design with a leading edge dogtooth to increase the critical Mach number.

Similarly, the specific altitudes at which the stall speed meets the critical Mach number will differ depending on the actual atmospheric temperature.

This results in a much weaker standing shock wave towards the rear of the upper wing surface and a corresponding increase in critical mach number.

For high subsonic flows, the Critical Mach number (M) is a characteristic value of considerable importance.

In early attempts, as pilots exceeded the critical Mach number, a strange phenomenon made their control surfaces useless, and their aircraft uncontrollable.

The drag divergence Mach number is usually close to, and always greater than, the critical Mach number.

Another obvious characteristic is the highly swept wing with a supercritical airfoil, used in order to increase the critical Mach number and therefore the top speed.

The term technically describes an aircraft that flies below its critical Mach number, typically around Mach 0.8.

The top-right boundary of the envelope is the curve representing critical Mach number in true airspeed terms, which decreases as altitude increases.

As an airplane approaches its coffin corner, the margin between stall speed and critical Mach number becomes smaller and smaller.

The Me 262 apparently has a higher critical Mach number, from a drag standpoint, than any current Army Air Force fighter.

Their critical Mach numbers are higher than those of subsonic and transonic aircraft but still less than Mach 1.0.

The "corner" refers to the triangular shape at the top right of a flight envelope chart where the stall speed and critical Mach number lines come together.

The much thinner wing on the Supermarine Spitfire resulted in a Critical Mach number of about 0.89 for this aircraft.

He talked about the difference in the behavior of airflow as speeds approached the critical Mach number, where the air no longer behaved as an incompressible fluid.

Aircraft capable of flying close to their critical Mach number usually carry a machmeter, an instrument which indicates speed in Mach number terms.