OK, gang. I admit it...I'm not worthy to be in this forum. I have too many "basic" questions ruminating around my cranium. (For example, how fast does gravity travel? How do traffic lights know when I am approaching? Why does Bobbysamd continue to support the Broncos?)
The big aviation question I am left with is this: Why does the stall speed of a wing/aircraft increase during a banked turn? We all know it does, but I'm not confident I can explain the physics of the situation.
First, an assumption: I surmise that this increase in stall speed is only valid for level flight conditions, so I rule out descending banked turns as part of the "scenario."
Next, the lift component issue. To continue level flight, the overall lift from the wing must be increased to compensate for that loss of lift component due to the bank angle of the aircraft. That vector analysis alone, however, does not address why the stall speed increases--it only says that one would reach the critical angle of attack in a bank. The aircraft does not care what it's orientation is--that is why any aircraft can stall in any attitude.
My guess is that the answer lies in the real life application of the total lift equation, e.g. part of the l = rho v2 gonkulation. Is load factor a player in this matter?
Can anyone educate me in simple, fighter pilot terms? Be sure to use your hands.
Thanks!
The big aviation question I am left with is this: Why does the stall speed of a wing/aircraft increase during a banked turn? We all know it does, but I'm not confident I can explain the physics of the situation.
First, an assumption: I surmise that this increase in stall speed is only valid for level flight conditions, so I rule out descending banked turns as part of the "scenario."
Next, the lift component issue. To continue level flight, the overall lift from the wing must be increased to compensate for that loss of lift component due to the bank angle of the aircraft. That vector analysis alone, however, does not address why the stall speed increases--it only says that one would reach the critical angle of attack in a bank. The aircraft does not care what it's orientation is--that is why any aircraft can stall in any attitude.
My guess is that the answer lies in the real life application of the total lift equation, e.g. part of the l = rho v2 gonkulation. Is load factor a player in this matter?
Can anyone educate me in simple, fighter pilot terms? Be sure to use your hands.
Thanks!