X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 03 Jun 2013 09:29:07 -0400 Message-ID: X-Original-Return-Path: Received: from mta41.charter.net ([216.33.127.83] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6304074 for lml@lancaironline.net; Mon, 03 Jun 2013 09:22:42 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.83; envelope-from=troneill@charter.net Received: from imp10 ([10.20.200.15]) by mta41.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20130603132208.XBKD10143.mta41.charter.net@imp10> for ; Mon, 3 Jun 2013 09:22:08 -0400 Received: from [10.0.2.3] ([75.132.130.89]) by imp10 with smtp.charter.net id jpN71l00G1vsS2r05pN7EA; Mon, 03 Jun 2013 09:22:08 -0400 X-Authority-Analysis: v=2.0 cv=foeE/yEf c=1 sm=1 a=5qs0V4O3azrKx6HjxWTekQ==:17 a=oJY0PAYWgaoA:10 a=yUnIBFQkZM0A:10 a=hOpmn2quAAAA:8 a=uCuna4HjmPEA:10 a=o1OHuDzbAAAA:8 a=3oc9M9_CAAAA:8 a=YarKIx00AAAA:8 a=Ia-xEzejAAAA:8 a=dPoiRbwiQ85PQBf1FHkA:9 a=CjuIK1q_8ugA:10 a=CVU0O5Kb7MsA:10 a=ILCZio5HsAgA:10 a=U8Ie8EnqySEA:10 a=q03wWUK6tb4A:10 a=fUyrqNMvgXVX5PV8T0QA:9 a=QEXdDO2ut3YA:10 a=_W_S_7VecoQA:10 a=nwRIsDKMKGVRcsEo:21 a=5qs0V4O3azrKx6HjxWTekQ==:117 X-Auth-id: dHJvbmVpbGxAY2hhcnRlci5uZXQ= Subject: Re: [LML] Re: loss of power on takeoff References: From: Troneill Content-Type: multipart/alternative; boundary=Apple-Mail-399AD6A2-3E24-4D94-8DDC-0C3CBBCC70BE X-Mailer: iPad Mail (10B141) In-Reply-To: X-Original-Message-Id: <458E56DF-04A9-48BC-BC65-1A20961BCACD@charter.net> X-Original-Date: Mon, 3 Jun 2013 08:22:08 -0500 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-399AD6A2-3E24-4D94-8DDC-0C3CBBCC70BE Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Angle, angle, angle. Angle of stall is constant, no matter what. Simpler, n= ot requiring mental gymnastics. Terrence. Sent from my iPad On Jun 3, 2013, at 7:03 AM, Charles Brown wrote: > In a straight ahead descent, the wing is producing 1g lift and the stall s= peed is the same as in level flight. You guys may be thinking of the chang= e in stall speed when *initiating* a descent (pushover, less than 1g for a m= oment), or when *terminating* a descent (pull-up, or flare, momentarily more= than 1g). =20 >=20 >=20 > On Jun 2, 2013, at 2:18 PM, Sky2high@aol.com wrote: >=20 > Dave, et al, > =20 > In a descent, the stall speed is different because the wing is not lifting= the same weight as it would be in level 1-G flight. However, that only acc= ounts for the vertical component. The hi-G turn (like 70 degrees of bank) i= s still adding sgnificant load to the wings. > =20 > <...> > =20 > In a message dated 6/2/2013 1:08:44 P.M. Central Daylight Time, morss@pacb= ell.net writes: > in scotts reply he includes a graph of stall speeds vrs bank in a level tu= rn.remember this turn around maneuver is not level but descending so the sta= ll speed doesn't increase as much as the graph but if you get ground rush an= d try to arrest the descent rate in the turn you will probably stall > more reason to practice at altitude and see if this is something you might= want to include in your bag of tricks > dave > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l >=20 --Apple-Mail-399AD6A2-3E24-4D94-8DDC-0C3CBBCC70BE Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
Angle, angle, angle.  Angle of stall is constant, no matter what.  Simpler, not requiring mental gymnastics.
Terrence.

Sent from my iPad

On Jun 3, 2013, at 7:03 AM, Charles Brown <browncc1@verizon.net> wrote:

In a straight ahead descent, the wing is producing 1g lift and the stall speed is the same as in level flight.   You guys may be thinking of the change in stall speed when *initiating* a descent (pushover, less than 1g for a moment), or when *terminating* a descent (pull-up, or flare, momentarily more than 1g).  


On Jun 2, 2013, at 2:18 PM, Sky2high@aol.com wrote:

Dave, et al,
 
In a descent, the stall speed is different because the wing is not lifting the same weight as it would be in level 1-G flight.  However, that only accounts for the vertical component.  The hi-G turn (like 70 degrees of bank) is still adding sgnificant load to the wings.
 
<...>
 
In a message dated 6/2/2013 1:08:44 P.M. Central Daylight Time, morss@pacbell.net writes:
in scotts reply he includes a graph of stall speeds vrs bank in a level turn.remember this turn around maneuver is not level but descending so the stall speed doesn't increase as much as the graph but if you get ground rush and try to arrest the descent rate in the turn you will probably stall
more reason to practice at altitude and see if this is something you might want to include in your bag of tricks
dave
--
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