cfircav8r
Posts: 1157
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Joined: 7/17/2004
Last Login: 6/19/2013
From: Hampton,
IA, USA
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quote:
ORIGINAL: hugger-4641
quote:
ORIGINAL: FILE IFR
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ORIGINAL: hugger-4641
Ok, so lets say that in this scenario, the aircraft has a minimum stall speed of 58.5 mph. This means the aircraft is in danger of stalling when he makes the turn, correct?
Hugger, I think I know why you can't understand this 'myth'. When you're flying your plane(s), do you crank the bank angle over 45+ degrees during your turns, or do you give a gentle bank angle of 10 degrees (ish) during the turns.
If you're a 'Bank-n-Yank' pilot during your turns, I can see why you're having difficulty understanding the physics of lift/flight.
Post Count: 957
You haven't answered my question yet, but I'll answer yours :
It depends on what plane I'm flying and what I'm trying to do at the time. When I'm flying my 1/4 scale cub, even if it's windy, I'm usually just trying relax when I fly this plane so my turns are not too aggressive, but I have and can ''yank'' it if I want to with no problems because I'm very familiar with it.
One evening a few weeks ago I maidened a new .60 sized P51 with flaps. I was trying to evaluate various flap settings to get a feel for the min and max speeds I could perform various manuevers. This would include landings, touch and go, prolonged level flight 2 feet high, inverted flight 2 feet high, rolls, hard banks, innelmans, cubans, dead stick landings, etc. etc. All of these tested both with and against the wind.. I was flying in 7 to 10mph wind out of due South. Our flying field is oriented almost due North/South, and I was facing East at mid field. I flew both right hand and left hand circuits. I didn't have any problems making down wind turns, even at low altitude, except when I pushed to far and it tip stalled. This of course was done at higher altitude.
However, I did notice when I performed some very agressive stall turns at fairly low altitude that no matter what flap setting I used, when I turned from upwind to downwind, I needed more elevator and more distance to pull out and start climbing again than I did coming back the other way. Maybe just optical illusion, I don't know, but I was once told that ''perception is reality''. I think in this case it is true regardless of the physics, and at the moment, I am still instructing my students to allow more altitude and/or be ready to add more throttle when they make a sharp turn down wind!
Lets say your plane travels 60 mph and the wind is 10 mph. When you pull vertical from level with no wind lets say it covers 30 ft from initial pull to vertical. When you fly into the wind the pull-up will be shortend to about 25 ft. When flying with the wind it will be lengthened to about 35 ft. So to try to get it to pull in the same distance you attempt to pull harder slowing the plane further while still not totally overcoming the the difference. This gives the visual impression that the A/C is being pushed from behind. In the sense of ground track, or how it visually looks, it is being pushed from behind. In the sense of airspeed and performance nothing has changed. This is why pilots get hung up on wind. You do have to adjust your inputs to compensate, but you need to understand the real reason for the difference to be able to make the apropriate decision of whether or not you and/or your plane can handle it under the current wind conditions, or just let the pull-up use up more distance.
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RE: Downwind turn Myth - 
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