The two big factors that affect the speed at which the critical angle of attack is exceeded are weight (obviously) and G forces. Higher weight or G forces increase the stall speed, and lower weight or G forces decrease the stall speed. High-lift devices and other aerodynamic features may also come into play, but this is the most basic physics you can apply even to a paper airplane.
It depends on what is your intention. With the maksimum takeoff weight you want to increase lift and gain higher altitude and reduce the stall speed; you just need to set your Flaps for takeoff setting and put your speed on Vy or Vx. Or, reduce your weight.❤
Can someone answer me, if (as defination) aoa is angle between relative wind and wing's cord then how airspeed change AoA while you don't change angle of your wings as physcially ?
@@user-cy7oz8vm4h The AOA increases because the effective chord line, which runs from the leading edge of the wing to the trailing edge of the flap, pivots up
That depends on a lot of factors with weight being one of them. The heavier the aircraft the greater the AOA or The airspeed needs to be. Remember this though.... when ever the AOA is increased there is a portion of the weight vector shifted closer towards the drag vector.
I have a question. Saying that "flaps decreases stall speed" may not be true? A certain amount of flaps can increase lift, at the expense of drag. However, in this case, the ratio between lift generated and induced drag is so that more lift is generated than drag is created. But if flaps were extended to a point in which induced drag was greater than lift generation, wouldn't stall speed thereby be increased since more lift is required to maintain an altitude? Ah, I just answered my own question. In a C172, stall recovery procedure is to have flaps no greater than let's say 20 degrees. This is because greater than 20 degrees generates more drag than lift, which can cause a secondary stall if you are not able to trade altitude for airspeed. Right?
U have no lift without incrementing drag. So the flaps do increase lift at any configuration but because of drag it's not convenient to use them until you are landing and you actually need that drag to slow down and to increase also the Vz (descent). In fact if you use more than 10° flaps for Takeoff you will have more lift for sure and reduce the ground roll, but as soon as you lift off the drag will cause you not to climb as easily as you do without flaps. In a go-around one of the things you do is infact retract flaps once the speed is appropriate because as flaps retract stall speed increases. Hope that helps
Not at once as clear to me as your other topics. Not always sure weather 'stall speed' is 'actual-', 'inevitable/laws of physics-' or 'wanted by pilot-' stall speed.
I believe the term "stall speed" on its own is a little misleading. It implies that speed has something to do with a stall, which really it does not. I would say this video is "inevitable/laws of physics."
Flaps can help
thanks for coming back
Please more videos like this...
something as simple as waxing your aircraft regularly. (it will decrease parasite drag) it may allow your aircraft to fly even up to 3 knots faster.
I always wondered, is that really so much ?
@@DirkHav damn
Power and flaps
Power by increasing the thrust thus lift, and flaps by tilting the nose more downward but the airplane will stall in less aoa.
The two big factors that affect the speed at which the critical angle of attack is exceeded are weight (obviously) and G forces. Higher weight or G forces increase the stall speed, and lower weight or G forces decrease the stall speed.
High-lift devices and other aerodynamic features may also come into play, but this is the most basic physics you can apply even to a paper airplane.
vortex generators can reduce Vs and increase critical α
How about if we extend the trim tabs as that would push the aileron downwards and put the airplane to a straight level flight.
It depends on what is your intention.
With the maksimum takeoff weight you want to increase lift and gain higher altitude and reduce the stall speed; you just need to set your Flaps for takeoff setting and put your speed on Vy or Vx. Or, reduce your weight.❤
Low aspect wings and tapered wings
Whoop whoop PULL UP Whoop whoop TERAIN TO LOW
1:20
Smaller wing load could reduce stall speed?
Can someone answer me, if (as defination) aoa is angle between relative wind and wing's cord then how airspeed change AoA while you don't change angle of your wings as physcially ?
flaps and slats
Flaps will reduce stall speed
but they increase the aoa
@@alexs.p.r4357they don’t increase the AOA, the increase lift by extending the camber of the wing but thr reduce the critical AOA
@@alexs.p.r4357they increase the stall angle
They increase camber ( surface area )@@alexs.p.r4357
@@user-cy7oz8vm4h The AOA increases because the effective chord line, which runs from the leading edge of the wing to the trailing edge of the flap, pivots up
That depends on a lot of factors with weight being one of them. The heavier the aircraft the greater the AOA or The airspeed needs to be. Remember this though.... when ever the AOA is increased there is a portion of the weight vector shifted closer towards the drag vector.
Wing Fences
Using Vortex Generator with Morphing
What is Morphing ?
A higher Coefficient of lift.
formation of ice
I have a question. Saying that "flaps decreases stall speed" may not be true? A certain amount of flaps can increase lift, at the expense of drag. However, in this case, the ratio between lift generated and induced drag is so that more lift is generated than drag is created. But if flaps were extended to a point in which induced drag was greater than lift generation, wouldn't stall speed thereby be increased since more lift is required to maintain an altitude? Ah, I just answered my own question. In a C172, stall recovery procedure is to have flaps no greater than let's say 20 degrees. This is because greater than 20 degrees generates more drag than lift, which can cause a secondary stall if you are not able to trade altitude for airspeed. Right?
U have no lift without incrementing drag. So the flaps do increase lift at any configuration but because of drag it's not convenient to use them until you are landing and you actually need that drag to slow down and to increase also the Vz (descent).
In fact if you use more than 10° flaps for Takeoff you will have more lift for sure and reduce the ground roll, but as soon as you lift off the drag will cause you not to climb as easily as you do without flaps. In a go-around one of the things you do is infact retract flaps once the speed is appropriate because as flaps retract stall speed increases. Hope that helps
The opposition force to drag is thrust, not lift. Not enough *thrust* is the reason you bring the flaps up for a stall recovery.
Critical angle of attack can be at any airspeed why is the stall speed the IAS at the time the CAOA was met
Reduce the aoa will reduce stall speed
Flight at less than 1g can reduce stall speed
Landing Gear in Down Position and Less weight in the plane
Flaps
Excess trust.
I'd answer less weight
Not at once as clear to me as your other topics.
Not always sure weather 'stall speed' is 'actual-', 'inevitable/laws of physics-' or 'wanted by pilot-' stall speed.
I believe the term "stall speed" on its own is a little misleading. It implies that speed has something to do with a stall, which really it does not.
I would say this video is "inevitable/laws of physics."
Forward CG reduce stall speed
AFT CG Reduces Stall speed.. Forward Increases
AFT CG : Lower Stall Speed , Increased Range