I can't imagine why the stall speed would change on tow. The controls may
feel different because the tow rope is pulling on the nose, so any attempt
to turn or change the angle of attack will face an increased counter force,
but that's different than a change in the stall speed of the glider.

Mike Schumann

"Derek Copeland" wrote in message
...
Bruce,

So can you explain why the stalling speed definitely seems to increase
during an aerotow? Either the wing must be flying at a greater angle of
attack, i.e. producing more lift for a given airspeed, or the wing loading
must increase in some way.

As I said before, gliders that will quite happy fly at 40 knots in free
flight seem to need at least 50 knots on aerotow, even in smooth air. If
you aerotow behind a slow, low powered tug such as a motorglider, it often
seems to be quite difficult to keep up with its rate of climb, even though
it is very low. If you pull back the stick enough to do this, the glider
will start to buffet and the controls become rather ineffective. Both
symptoms of being close to the stall I believe! This is staying high
enough to avoid the tug's slipstream BTW, which could also produce
similar effects. If you do drop into the slipstream, it is often very
difficult to climb out of it again.

I agree that the accepted theory of flight says that in steady flight, the
vector of lift plus thrust must equal weight plus drag. I suppose that if
you had a tug powerful enough to produce enough thrust to more than equal
it's own weight plus the weight of the glider, then you could go
vertically up without the wings producing any lift.

Discuss!

Derek C


At 02:34 11 March 2009, Bruce Hoult wrote:
On Mar 11, 3:15=A0am, Derek Copeland wrote:
Remember that a glider has to produce more lift when climbing.


Er .. say what?

Any constant rate of climb (including flying level or constant
descent) requires exactly the same amount of upward force -- identical
to the weight of the aircraft.

In a powered aircraft flying level the weight and lift balance, and
the thrust and drag balance.

In a glider gliding, the lift from the wings is slightly less than the
weight (it is multiplied by the cosine of the glide angle), and the
balance of the upward force comes from drag (multiplied by the sine of
the glide angle).

In a glider being towed upwards, the lift from the wings is also less
than the weight (by the cosine of the climb angle), with the balance
of the upward force coming from the difference of the tow rope force
and the drag (multiplied by the sine of the climb angle).

If you're climbing at only a few hundred feet per minute while being
towed at 60 or 70 knots (6000 or 7000 fpm) then these angles are tiny
and the lift is essentially equal to the weight, but if a powerful
towplane could climb at, say, 45 degrees, then (far from having to
generate more lift than usual) your wings would only have to generate
lift equal to 70% of your weight.