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Sure, aerodynamicists could calculate projected stall speeds by all the theoretical L/D at various weights and speeds and AOAs, then test a mock-up in a wind tunnel, but you never really know til you build it and test fly it. Occasionally an aircraft performs exactly as advertised right from its first flight. Most do not. There are too many interacting variables based on extrapolated data. Errors creep in, breed, and multiply.Propeller-Driven Aircraft: I'm curious if there were any generalized rules of thumb for computing power-on stall speed over power-off?
Depends on your definition of slipstream. If you're going to define it as the same thing as propwash, then I suppose that's true. But the common definition of slipstream is more like relative wind, and any object in motion in the ocean of air has slipstream.Since jet-aircraft don't have a slipstream, why is this figure often listed on the SAC sheets for USN aircraft that use jet-engines if they don't have blown-flaps?
It's because what really matters is Angle of Attack, since that's what actually precipitates a stall. Simply put, more thrust will allow you to keep your AOA below the stalling angle down to a lower airspeed. Sink rate increases AOA if deck angle stays constant, and more thrust delays the increase in sink rate. The higher your AOA, the more angle induced error will make your ASI read low, so the perceived effect of the thrust is an even lower indicated airspeed than is actually occurring. Hope that makes sense to you. It's so much easier to explain when you can demonstrate it in flight.
Did it actually stall, or just mush rapidly earthward after stabilator authority petered out? The few Cherokees I've flown were so nose heavy (back seat placarded unoccupied for training maneuvers) you couldn't generate enough elevator authority to truly make them stall. You just got the gentle rocking chair.Of course my first stalls were in a very docile Cherokee...lol Very good plane to learn in.
By plowing into the air harder and stopping the sink angle?It's because what really matters is Angle of Attack, since that's what actually precipitates a stall. Simply put, more thrust will allow you to keep your AOA below the stalling angle down to a lower airspeed.
Did it actually stall, or just mush rapidly earthward after stabilator authority petered out? The few Cherokees I've flown were so nose heavy (back seat placarded unoccupied for training maneuvers) you couldn't generate enough elevator authority to truly make them stall. You just got the gentle rocking chair.
Cheers,
Wes
Stall stories -
When first learning to fly I had issues with stalls, was always worried about spinning. Long story short, I later discovered the 152 I was learning in survived a mid-air and when it was put back together the wing asymmetry was off causing the right wing to really drop. My final primary instructor figured this out and after doing some high AoA stalls and spins, never had an issue. Used the same plane for my check ride and passed with "flying colors."
I've flown a T-41B with a fixed pitch prop, lightly loaded, you could almost make the aircraft stand on it's nose when doing power on stalls.
180 HP Super Cub - Power on stalls could be problematic as you really had to honk the nose up high but risked the aircraft from flipping over. Was told by a few cub drivers who had a lot more time than me just avoid doing high AoA stalls in a Super Cub.
The C 172s I fly these days are hard to get a clean break if they are lightly loaded, they tend to "mush" and "falling leaf" if you try to stall with the nose mildly pitched up.
The 65 C 150 I owned could stall with just trim input and even with power on broke pretty straight with no control input. I spent weeks rigging this plane and got pretty lucky.
I thought spin recovery was part of pilot training? Especially with propellers and torque & p-factor.Yeah I was nervouse and scared at first as well about getting into a spin (I now think spin training should be required).
I thought spin recovery was part of pilot training? Especially with propellers and torque & p-factor.
When was it taken out of the curriculum?Not any more for a PPL - it was many years ago.
When was it taken out of the curriculum?
I thought spin recovery was part of pilot training? Especially with propellers and torque & p-factor.