#Airfoil audio speed up slow down full#

The thing is, changing one variable (speed, AOA, or density) requires that one or both of the others change to maintain equilibrium. Speed and AOA are variables that you indirectly control, via throttle (by increasing thrust) and yoke (by using elevator to alter pitch) respectively.

How dense is the air that you are flying through, based on altitude, temperature, humidity, etc.?.

What is the angle of attack (AOA) of your wings, relative to the wind?.

How fast are you going, relative to the wind?.

Level flight, at it's most basic involves a balance of 3 factors: The general answer goes something like this: cut the power, and enjoy the glide home at that airspeed (if you can make it), or, at least remember CARB HEAT ON.Īnd also, consult the POH for that flight envelope chart, and remember, excessive pulling the yoke can exceed G limits as well. We can see, '5 minutes' later, the plane no longer can climb, but still will be staticly stable at its trim speed so.

#Airfoil audio speed up slow down full#

this works at any power setting, from gliding to full power. Sinking pitches the nose down, which increases speed, which increases lift. As the plane pitches up and slows, enough lift is lost to cause the plane to sink (even though the nose is skyward). It turns out the mechanism of static stability works as well in a climb as anywhere else. Since the wing is around 4x more efficient than the prop in producing lift, pitching up and 'using the prop to climb' does not work very well. (If you have sufficient oxygen and no head wind, your ground speed will be higher).īut this provides an insight into what it is doing when it climbs in the first place. It will then fly level at its trimmed airspeed. Assuming static stability (a hallmark of a properly CG balanced 172, checked pre-flight), the rate of climb will decrease until the plane has insufficient thrust to continue climbing. If the yoke is pulled harder, the plane continues to pitch up and stall (with more power and/or airspeed it may loop, but I would not bet on it at 90 knots, 75% power from level flight in a 172).īut 5 minutes later? As you climb, the engine produces less and less thrust. In this case a steady climb is likely at a lower airspeed. Specifically for a 172, there are 2 outcomes. (A descending aircraft, nose 'down', allows gravity to contribute to thrust). Secondly, as the plane pitches up, the gravity vector increasingly contributes to the drag vector.

This is the only point in the scenario you have excess lift because: increasing AOA increases drag. Pulling the yoke back without changing anything else will create excess lift, and a climb begins. But it's easy to make them strong by using rigging, so weight can be very low.Well, you knew to be specific about the plane, the RPM, the airspeed, and the attitude. Today's electronics are cheaper than dirt, and so is foam, so it's not difficult to be prepared for weather changes during your flying session.Ī good alternative is to simply have three different sized wings that will fit one fuselage.Īnother way to get a light wing loading without having a large airplane is to build a biplane, although a biplane only has about 75% as much lift as a monoplane of equal wing area. Instead of flying a plane that tried to cover all the bases, which ended up compromised too much in each condition, I prefer having an airplane designed specifically for any given wind speed. In the long run, what I finally started doing was taking three planes with me, each one dedicated to a particular wind speed condition. These wings would go at least as slow as the original ones, but also allowed higher wind penetration speeds. Also the camber has a strong negative pitching moment, and unless the wing is braced with struts or rigging it will flutter or even 'tuck' at high speed.Īfter awhile the Slow Stick's wings were really beat up, so I made new ones, but this time I reduced the camber to about 4% of Chord, and to make up for lost lift coefficient I added about 4' to the Chord length. In trying to fly fast I quickly learned that a lot of camber has a lot of drag at low angle of attack. When building for a very slow minimum speed, I prefer to back off on the amount of camber, and make up for it with more wing area.īack in my Slow Stick days, I had a lot of fun until the wind picked up.