If I can get this Taylor-mono in the air we can log all new numbers for the airfoil RAF-48 and do a comparison with a KR-2 and S.
On Tue, Mar 17, 2020 at 7:56 AM Jeff Scott via KRnet <krnet@list.krnet.org> wrote: > I used the term "angle of incidence" when what I really meant to reference > was pitch angle, which may or may not be the same as Angle of Attack. AOA > is always in reference to the relative wind, which is not necessarily > always a horizontal line. The Deck angle or Pitch angle is in reference to > a horizontal line, which is the reference I was using. But you are right > in that Angle of Incidence was the incorrect term and that at a lower > indicated airspeed in level flight the angle of attack would be higher, so > my terms were really bass ackwards. -Jeff > > > Sent: Tuesday, March 17, 2020 at 6:51 AM > > From: "Chris Kinnaman via KRnet" <krnet@list.krnet.org> > > To: "Jeff Scott via KRnet" <krnet@list.krnet.org> > > Cc: "Chris Kinnaman" <glid...@spinn.net> > > Subject: Re: KR> Dan Diehl's comment to Lee > > > > I think you reversed the usage of the terms, Jeff. Angle of incidence is > > built into the airplane and angle of attack is a variable, as you say, > > per airspeed & density, that refers to the wing related to the relative > > wind. What you describe happens with gliders at high altitudes as well, > > with no consideration of power. Due to low air density, to maintain an > > indicated airspeed the nose must be higher than at lower altitudes to > > increase the wing's angle of attack, to get the appropriate amount of > > lift in the thinner air. Flying higher and higher, things become more > > and more like slow flight. > > > > > > > > On 3/16/2020 9:12 PM, Jeff Scott via KRnet wrote: > > > John, your statement is correct. > > > > > > Cruising at higher altitudes usually creates a situation where you are > flying at a higher Angle of Incidence. Pilots often times incorrectly > interpret the higher deck angle as AOA rather than AOI. The higher angle > of incidence is not created by altitude itself, but is created by the lower > amount of power available from a normally aspirated engine at a higher > altitude for a given throttle setting and thus typically leaves you flying > at a lower indicated airspeed. The lower indicated airspeed creates a > higher angle of incidence for a given throttle setting at higher > altitudes. It's a more complicated way of saying that at higher altitudes, > the nose is usually a bit higher than while flying at lower altitudes. > People take that basic truth for flying behind normally aspirated engines, > then apply the wrong term by interpreting it as AOA rather than AOI. > > > > > > That should make it about as clear as mud. :o) > > > > > > -Jeff Scott > > > Arkansas Ozarks > > > > > >> Sent: Monday, March 16, 2020 at 9:39 PM > > >> From: "John Martindale via KRnet" <krnet@list.krnet.org> > > >> To: 'KRnet' <krnet@list.krnet.org> > > >> Cc: "John Martindale" <john_martind...@bigpond.com> > > >> Subject: Re: KR> Dan Diehl's comment to Lee > > >> > > >> "cruising at higher altitudes lowers the AofA for a given indicated > > >> airspeed". > > >> > > >> I think the above statement is incorrect. > > >> > > >> The weight of an aircraft and lift required to support it does not > change > > >> with altitude. Lift is proportional to airspeed, AoA, density and wing > > >> design....the basic lift formula we are taught as students. > > >> > > >> Therefore for a "given airspeed" and weight and wing design that we > cannot > > >> alter in flight, as density decreases with altitude, AoA must be > increased > > >> up until the aircraft ceiling is reached when the AoA reaches the > stall > > >> angle. > > >> > > >> It is only if power is increased to increase the given speed that the > AoA > > >> can be reduced. > > >> > > >> Pleased to be corrected. > > >> > > >> John > > >> > > >> > > >> John Martindale > > >> Unit 39 > > >> 40 Solitary Islands Way > > >> Sapphire Beach NSW 2450 > > >> Australia > > >> > > >> m:0403 432179 > > >> email:john_martind...@bigpond.com > > >> > > >> snip > > >> > > >> Just thinking out loud here . . . but if angle of attack decreases > with an > > >> increase of indicated airspeed, and also with a decrease in air > density . . > > >> . cruising at higher altitudes lowers the AofA for a given indicated > > >> airspeed, > > >> > > >> snip. > > >> > > >> > > >> _______________________________________________ > > >> Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > > >> Please see LIST RULES and KRnet info at > http://www.krnet.org/info.html. > > >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change options. > > >> To UNsubscribe from KRnet, send a message to > krnet-le...@list.krnet.org > > >> > > > _______________________________________________ > > > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > > > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html > . > > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change options. > > > To UNsubscribe from KRnet, send a message to > krnet-le...@list.krnet.org > > > > > > > > > > > > _______________________________________________ > > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change options. > > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org > > > > _______________________________________________ > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options. > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org > _______________________________________________ Search the KRnet Archives at https://www.mail-archive.com/krnet@list.krnet.org/. 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