What affects stall speed?
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- Опубликовано: 5 фев 2015
- A simple explanation that looks at the aerodynamic characteristics that affect the stall speed and the critical angle of attack.
Other videos on this subject that you may like:
- What is a stall? • What is a stall?
- Does Stall Speed increase or decrease with forward Centre of Gravity? studio.ruclips.net/user/videoa_33...
- How does stall speed change? studio.ruclips.net/user/videoDg6U...
- How does stall speed change in a turn? studio.ruclips.net/user/video3l6g...
- What is Coffin Corner? studio.ruclips.net/user/videoG556...
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all these brings back sweet, old memories.... 32 years old, to be precise, when I first learn this stuff before having my first flight in a trainer airplane. Thank you, very good content, now in 2022.
Thank you so much...well explained 👍👍
Great channel
thank you very much for this video
So nice of you
Good Day.....on video 0:46 stated True Airspeed TAS become stall speed it makes a little confusing because normally stall speed is always related to IAS indicated Airspeed.But the rest excellent explained...thanks for 👍👍 great videos
the things i learnt from this channel fell myself i can fly even tomorrow if i can find a plane :d
This is a very good video analysis of AOA and aerodynamics. I like the use of the term "apparent weight". The airplane weighs the same when it is placed on scales while resting on the ground. But if you should place the same airplane on the same scales while flying, the scales will indicate differently at any point in time depending on all the possible factors acting on the airplane at that time. I hesitate to use the word "moment" instead of " time" because the word "moment" has a special meaning for weight and balance purposes, so I'll use "point in time" instead.
It is important for pilots to know that it is not necessarily the angle of bank that determines the stall speed, but the "apparent weight"( "load factor") at the time the airplane is measured with scales under its wheels. If a Cessna, for example, has three weight scales under each of its three wheels while resting on the ground the three scales should agree that the weight is 1670 lbs. If so, then what is the Cessna's weight at that point in time?
If you take the same Cessna with the scales attached to each of the three wheels while flying high upon the Sunlit sky, those scales will weigh differently every time a wind gust makes the airplane bounce.
Question: On a perfectly smooth day when there are no wind gusts and the air is "like glass", how much will the same Cessna weight scales indicate while flying aloft at say 2,500 ft. according to the same weight scales under each of its three wheels? (hint: if you are in the same airplane as a right seat passenger sitting on a Walmart personal weight scale will it measure your weight?)
Now, place the same airplane with all the same scales as above into a 60-degree level altitude banked turn. What will happen? Whatever weight the scale said under your butt as the passenger will now show double the weight. Wow, so we now can draw a conclusion right? When we increase the angle of the bank we also increase the "apparent weight" of the airplane, right? Wrong. That assumption only counts if we assume that the airplane is held in a level turn under a constant 60-degree bank. This is where most student pilots, and many private pilots and others misunderstand.
The airplane is a three-dimensional creature capable of flying loops and rolls and doing other things. Those scales under the wheels will always show different weights depending on what the airplane is doing at any particular point in time. The point is that the AOA (angle of attack) for the stall of any particular wing is the same. But the load acting on the wing at any point in time will determine what that AOA is.
An airplane's wing can be stalled at any airspeed, at any weight, at any loadfactor that will allow it to exceed the "critical" angle of attack. They say the turn from base to final is the point were most stallspins occur. Not true, but close. Most stallspins occur after the engine quits after takeoff. Source: AOPA. If a pilot makes his base to final from a higher altitude, he can use a very steep bank (make it coordinated please) and unload the "apparent weight" (load factor) and the stall speed will not be increased because the load factor is not increased.
Keep your speed up when making turns from base to final. Keep your load factor on the low side and you will be safe. It's when you make steep uncoordinated turns while trying to maintain altitude from base to final do you enter an envelope where you become a test pilot.
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The Harry Brown Project
Angle of bank NEVER directly affects stall speed, wing loading produces the increases in stall speed. If it was angle of bank it would be impossible to roll an aircraft. This is why an increases in stall speed in a turn can only be accurately defined for a LEVEL turn because the wing loading is a constant known value.
If I wonder to know how plane can fly, We need to understand aerodynamics first. Thanks, very good contents.
And airlaw,, and human performance, technical, flight planning,navigation and radio
would the slipstream have similar effect of deflecting the relative airflow on a high wing aircraft?
G forces are the load factor, increase the Gs in a turn and you increase the wing load and this increases the stall speed.
wow. fluids..
Wow,,,,,,
Good video! very logical but I don't understand 'greater ability to generate the lift means that the stalling speed will reduce but the aircraft will stall at a smaller aoa."
Why the greater ability to generate the lift does decease the lift portion of graph? I don't understand relation between these two things.
Thank you! The CL vs AoA curve shifts up and left with flaps extended. Thus the stall AoA is reduced, but it remains a constant in the lift formula. With flaps extended, 'lift required' is reduced (more ability to generate lift) thus the only other variable, speed (stall speed) is reduced too. Clear as mud? :)
When you say that “the aircraft stalls at a smaller angle of attack when using flaps”, does that mean you will stall at less than 16 degrees?
Hello,
Do I understand it right that,
Stall will happen when you have a large angle of attack at a relative low speed?
But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right?
If right, What are those speeds and angle of attacks?
If not right, Then how come that fighter jets and other acrobatic planes can climb strait up vertically?
I suppose this is because of their high speed, which provides enough lift, no matter in what direction they move.
So why can't normal plans in a critical angle of attack give full throttle to gain more lift?
I'm not an expert, but I believe you are right about speed, AoA and stall. At least my thinking is the same. As for the fighter planes and stunt planes, they gain the required force more from engine, rather than lift by wing. It's like a rocket only with wings to maneuver.
I think your understanding of Angle of attack might be incorrect. Angle of attack is the Angle between the relative airflow and the chord line, not the horizon. This means is a plane as sufficient power then it can climb vertically and have a very low angle of attack. Same with if you are descending with no power you can have a very high angle of attack. The stall can occur at low speeds as well as very high speeds. An example of a high speed stall is when an aircraft is in a dive and the pilot pulls out extremely quickly. Inertia will continue the aircraft on its original path but the wings will now be at a greater angle thus inducing a stall.
At 3:26 the video mentioned that using flaps, the lift required will reduce “the stalling speed will reduce, but the aircraft will stall at a smaller AOA“... However, in the video the AOA still showing 16 degrees, I am confusing🤔
yes ,i think (without being sure) that flaps reduce critical aoa because they increase camber . you need more energy now to avoid separation . adverse pressure gradient will be stronger earlier because you dont have enough energy to push it back towards the trailing edge .
Isn’t stall speed irrelevant. It’s about stick position. Stick position indicates AoA. Critical AoA = stall. Heavier planes needs greater AoA at same power. Closer to critical AoA.
The Harry Brown Project
What affects the stall speed more than anything else is PILOT IGNORANCE and mishandling
Too fast explained
Try 0.75 playback speed. :)