Turning & Stalling Flashcards
Centripetal force
When turning and keeping on curved effect, this is the force acting on the body forcing it towards the centre of the turn
The horizontal component of lift provides
Centripetal force
In a banked turn of 60°, the wings produce a lift force equal to
L = ?
Remember that we need to increase lift in a turn due to loss of lift
2W
What happens to the GForce and load factor in a 60 degrees turn
G-Force is 2g, the load factor is 2
What is the load factor calculation
Lift / weight
OR:
(Wing loading in a manoeuvre) / (wing loading in straight and level)
The more bank degree,
The more load factor and g-force felt
An increase of angle of attack will make the induced drag
Greater
Since on a turn we lose height, we increase the angle of attack. What it means about airspeed
We should increase it
When turning (and increasing the angle of attack to maintain height), what happens to stall speed?
Increases
At 60° degrees bank angle the stall speed is increased by
41%
“Slipping into the turn”
The increase of induced drag on the outer wing (since it’s generating more lift) causes the nose to yaw in the direction opposite of the turn. Need to apply rudder to maintain balance.
Skidding turn
When the tail tends to skid onto the outside of the turn,
To maintain a specific radius turn, the more speed
The more bank angle required
At constant speed, the greater the bank angle,
the tighter the turn
in a constant bank angle, more airspeed will make
the radius turn larger
Rate-1 turn meaning
180° in 1 minute
Formula to estimate bank angle for a rate-1 turn considering airspeed
1/10 * airspeed + 7°
How does increased velocity affect static pressure
Static pressure decreases
What happens to the separation point with higher angle of attacks
Comes forward
pre-stall buffet (or control buffet)
The shaking of the airframe before reaching a stall
After exceeding the critical angle, when happens to the center of pressure
Moves backwards, therefore lowering the nose
How to recover from stall
Reduce angle of attack, and incase of low speed, full power
Stalling depends directly on
Angle of attack and not airspeed
If extra lift is needed (more weight) then the stalling speed will be
greater
Another name for load factor or g-forces is
dynamic loading
When load factor increases
Stalling speed increases
If you feel g-forces (load factor increased) that means
stall speed increased
In a 30° bank turn, stalling speed increases by
7%
In a 45° bank turn, stalling speed increase by
19%
In a 60° bank turn, stalling speed increase by
41%
When lift foce from the wings increases,
load factor increases, therefore stalling speed
Large wing relative to weight, will make the stall speed
decrease
In a power-on stall, due to slipstream, the stalling speed
is less
The slipstream is an airflow with kinetic energy flowing through the aircraft’s by the propoeller, hitting the inner parts of the wing and the complete tailplane. Making the wing at inner ok, and the outer wings to stall. What will happen
Rapid roll
WIng Washout
A lower angle of incidence at the wing-tip than at wing-root. (This means the wing-root will reach stall before the wing-tip)
Ice accretion two effect:
- Ice on the upper surface wing will break the streamline flow. Stalling speed will increase
- Ice will make the aircraft heavier. Stalling speed wil increase
Where do ice build more rapidly on the wing
Stagnation point
Extending flaps will
Decrease stall speed
Autorotation
During stall, the dropping wing becomes furthered stalled and the airplane will roll, sideslip, and nose drop. If no action is taken, the rate of rotatio is increased and now its a spin
1c 2
Load factor calculation formula
1/cos(bank angle)
Stall speed by load factor formula
Vs*root(load factor)
