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  1. M

    Propeller windmilling, the truth

    Good to hear from you again!
  2. M

    Propeller windmilling, the truth

    I've never met a pilot that thought that a windmilling unfeatherable prop was a good thing. But anyway, that's a little besides my question.
  3. M

    Propeller windmilling, the truth

    Hello everyone, I'm back to discuss windmilling and trying to separate facts from fiction. Everyone agrees that a windmilling propeller is undesirable, but how do we explain why? The most common analogies are: -it's like holding a disc into the wind the size of the propeller. This is...
  4. M

    Vy and power available curve

    Thanks everyone for the replies. I think this image summarizes the idea.
  5. M

    Vy and power available curve

    Yep I'm aware of that, I wrote "so obviously if TAS increases more than thrust is reduced, power still increases" to imply that thrust decreases. I think my confusion comes from the fact that the chart is talking about horsepower with figures that resemble a conventional GA engine's BHP (<=...
  6. M

    Vy and power available curve

    https://www.boldmethod.com/learn-to-fly/performance/vx-vy/ The article in which this chart was posted makes no mention of RPM or torque. It looks like they're trying to imply something that applies to all aircraft with reciprocating engines.
  7. M

    Vy and power available curve

    Hi everyone, As seen in this image, the power available curve increases with TAS and I'm not sure I can explain why other than mathematically: https://www.boldmethod.com/images/learn-to-fly/performance/vx-vy/power-available-animation.gif Power = thrust * TAS so obviously if TAS increases more...
  8. M

    One simple question...

    I agree, Bernoulli's principle has been overemphasized while "Newtonian" lift is a greater factor, at least according to some scientific opinions I've read. It sounds like a chicken or egg kinda thing. Is the high speed causing the low pressure or the low pressure causing the high speed? Is...
  9. M

    One simple question...

    This is correct but accounts for a different lift mechanism. My question isn't how lift is produced but what causes airflow to accelerate over an airfoil in the first place, as seen in the video I posted.
  10. M

    One simple question...

    Maybe I'm mixing up some concepts here but the increase in pressure should slow the airflow as it increases skin friction drag. This is what happens in the adverse pressure gradient of the wing where as pressure increases, skin friction increases causing the airflow to slow down and potentially...
  11. M

    One simple question...

    I already went through this page but couldn't find a clear explanation although he illustrates the idea in images such as this one: http://www.av8n.com/how/img48/circ-offset.png It's actually both.
  12. M

    One simple question...

    I searched this forum and came across some good threads about the boundary layer, laminar vs turbulent airflow etc but the information that I've failed to find is why air begins accelerating in the first place. I hope someone does come along with an answer :)
  13. M

    One simple question...

    ...with a complicated answer. Hi everyone, In short, what actually causes air to accelerate over the top of a wing? In long, the often taught "equal transit time" theory that airflow at the top travels a longer distance and therefore must accelerate to reconnect to the bottom flow is...
  14. M

    AOA in descending turns

    I definitely agree for steep turns. I think we're all in agreement here, I should have set some boundaries in my example by specifying a "normal" bank angle to avoid the topic of overbanking tendencies! Thanks everyone that answered in this thread, I'm satisfied with the answers. I'll also be...
  15. M

    AOA in descending turns

    Isn't this statement relatively aircraft specific based on its lateral stability and bank angle? I'll have to pay closer attention next time I get into a 30 degree bank in the 172RG to see if I'm actually using much opposite aileron to hold that bank. I'm guessing your use of the word "opposite"...
  16. M

    AOA in descending turns

    I think I just answered my own question regarding the high wing stalling in a slip. In order to maintain the bank angle while slipped, the high wing must keep its aileron down to counter the opposing yawing moment. The high wing is therefore maintained at a higher AOA and would be the first to...
  17. M

    AOA in descending turns

    Thanks for clarifying and I agree that my original sentence was incorrect. From a mathematical demonstration, I can see how the high wing AOA would have to be lower at a greater airspeed in order to match the amount of lift produced by the slower wing. I wish I could also demonstrate this...
  18. M

    AOA in descending turns

    So you're saying that in a stabilized turn, the outside wing always has a lower AOA than the inside wing? By stabilized, I mean the desired bank angle has been established and the ailerons are now neutral.
  19. M

    AOA in descending turns

    Not yet, I'll be doing that in the near future though. In the meantime I'd like to understand this behavior based on the theory.
  20. M

    AOA in descending turns

    Hello everyone, I read that during a descending turn, the high wing (outside the turn) has a smaller AOA than the low wing (inside the turn). I have trouble making sense of that as in order to be higher than the low wing, it would need to generate more lift. Why wouldn't the high wing have the...
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