If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
|
#1
|
|||
|
|||
At high pitch attitudes, due to the vertical component of thrust, the lift could actually be LESS than the weight during a climb. "Marc J. Zeitlin" wrote in news:hAdod.374264 $wV.338235@attbi_s54: Phil wrote: Climbing - Lift is Greater than weight Level - Lift = weight Descending (including landing) - Lift if less than weight This is substantially incorrect. As long as there's no acceleration in the vertical or horizontal direction, lift and weight are essentially equal, whether climbing, descending, or flying at a level altitude. F=ma, and all that. If a=1, then L=W. This is a common misconception, and until the climb or descent angle gets large, so that thrust/drag become a substantial portion of the vertical component of force, L=W. You don't climb because you've got excess lift - you climb because you had excess lift for a short period of time which accelerated you vertically so that you have a upwardly vertical component of velocity. Conversely, you descend because you had insufficient lift for a short period of time which accelerated you vertically so that you have a downwardly vertical component of velocity. The LW periods were short, and are NOT the steady state conditions. The stall is uncontrolled "flying" and the only time this should happen whilst "flying" is in stall recovery practice, aerobatics and sometimes a second prior to touchdown. Stalls can be completely "controlled" flying. I fly a COZY canard aircraft, and I can fly all day with the canard stalled. I've done so straight and level and in up to 60 degree banked turns. I've flown in an acquaintance's Glastar (not a canard - looks a lot like a C-150), and was able to do pretty much the same (although he only demonstrated 30 degree banked turns while stalled). In both aircraft, we maintained full control at all times. Just because your C-150, C-172 or Warrior (what I used to fly) can't do it doesn't mean that that's the be-all and end-all of aerodynamics :-). |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
AOPA Stall/Spin Study -- Stowell's Review (8,000 words) | Rich Stowell | Aerobatics | 28 | January 2nd 09 02:26 PM |
All I Wanted For Christmas Were Inverted Spins | [email protected] | Aerobatics | 3 | December 29th 04 07:40 PM |
Spin Training | Captain Wubba | Piloting | 25 | April 12th 04 02:11 PM |
Cessna 150 Price Outlook | Charles Talleyrand | Owning | 80 | October 16th 03 02:18 PM |
AOPA Stall/Spin Study -- Stowell's Review (8,000 words) | Rich Stowell | Piloting | 25 | September 11th 03 01:27 PM |