flyingcheesehead
Touchdown! Greaser!
Why is there no published power-on stall speed?
I'll leave it at that for now, and leave my speculation out of it.
I'll leave it at that for now, and leave my speculation out of it.
Why is there no published power-on stall speed?
Are you sure about that? Isn't a stall speed is stall speed regardless of whether you have power in or not. It's an AoA thing, not an RPM thing.
I'm guessing because there is no FAA requirement to establish and publish it.
It is an AoA thing, but it is NOT a speed thing. In our 182, power off stall = Vx. You get a lot of lift from the prop wash apparently! And if the engine fails, ya better nose over NOW.
Okay, so then... Why doesn't the FAA have such a requirement?
too many variables?
But... Aren't there quite a few variables anyway (power off)? And doesn't the existence of a "stall speed" promote the idea among students that stalls are based on speed and not angle of attack?
But... Aren't there quite a few variables anyway (power off)? And doesn't the existence of a "stall speed" promote the idea among students that stalls are based on speed and not angle of attack?
Good. That is a good description of the way we are all supposed to teach power off stalls. That is the main purpose of stall practice - to be in control during the landing flare, which is a stall onto the runway.I will go ahead and do a simulated landing in the air by putting it in the landing configuration at the airspeed that I have deemed appropriate based on the above flying. I'll fly it down to whatever the predetermined altitude is and pull back to flare. At that point I can see how long I float above this altitude before I finally stall.
Require AoA indicators in every airplane ...
http://www.hciaviation.com/prod-aoa-a.shtml
Oh, you chose not to go with experimental category?...sorry...my bad
Vx = Vs1?
That doesn't sound right.
EdFred said:23.65
(a)(4) A climb speed not less than the greater of 1.1 VMC and 1.2 VS1 for multiengine airplanes and not less than 1.2 VS1 for single—engine airplanes.
14 CFR 23.65 said:§ 23.65 Climb: All engines operating.
(a) Each normal, utility, and acrobatic category reciprocating engine-powered airplane of 6,000 pounds or less maximum weight must have a steady climb gradient at sea level of at least 8.3 percent for landplanes or 6.7 percet for seaplanes and amphibians with—
(4) A climb speed not less than the greater of 1.1 VMC and 1.2 VS1 for multiengine airplanes and not less than 1.2 VS1 for single—engine airplanes.
EdFred said:and 23.69
(a)(4) A climb speed not less than 1.3 VS1.
14 CFR 23.69 said:§ 23.69 Enroute climb/descent.
(a) All engines operating. The steady gradient and rate of climb must be determined at each weight, altitude, and ambient temperature within the operational limits established by the applicant with—
(4) A climb speed not less than 1.3 VS1.
heh heh, nice steve. the Dynon 10A also has provisions for an AoA indicator. Very handy.
Well, I also saw the "outstanding" Vx performance in that aircraft at a certain fly-in last summer.
Vs1=63 mph
Vx=63 mph
Vy=90 mph
I'll show you the POH if you want.
#1 reason being that there is no 'stall warning horn' built into the RV's.
How much warning do you get out of the airframe in a Stall, Chris? In other words, does it buffet much before the break? Does it give you any warning?
Well, I also saw the "outstanding" Vx performance in that aircraft at a certain fly-in last summer.
The bonus is I'm assuming that you have flaps out when you are climbing at Vx. What is Vs0?
Are you sure about that? Isn't a stall speed is stall speed regardless of whether you have power in or not. It's an AoA thing, not an RPM thing.
How much warning do you get out of the airframe in a Stall, Chris? In other words, does it buffet much before the break? Does it give you any warning?
I'll show you at Gaston's.
If my memory is correct, you'll feel the buffet and be hearing the stall warning horn at the bottom of the white arc on the airspeed indicator -- the same place as in a power-off stall.
I gotta demonstrate power-on stalls this afternoon, so I'll check the following:
If my memory is correct, you'll feel the buffet and be hearing the stall warning horn at the bottom of the white arc on the airspeed indicator -- the same place as in a power-off stall.
Reason? Angle of attack, primarily. You just happen to have a lot of thrust going, and with a high pitch attitude (simulated takeoff configuration in training), things look different. But, the wing's still at the same old critical angle of attack.
In any case, I'll make a note this afternoon to try to remember to check that and report back.
No. It won't be. Check it out. The airspeed color markings are for power off stall. The green arc should stop at the published power off no flaps staal speed, and the white arc stops at the published power off full flaps speed. The power on will get a bit lower before stall.If my memory is correct, you'll feel the buffet and be hearing the stall warning horn at the bottom of the white arc on the airspeed indicator -- the same place as in a power-off stall.
Are you sure about that? Isn't a stall speed is stall speed regardless of whether you have power in or not. It's an AoA thing, not an RPM thing.
But... Aren't there quite a few variables anyway (power off)? And doesn't the existence of a "stall speed" promote the idea among students that stalls are based on speed and not angle of attack?