stalling speed


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stalling speed

stalling speedclick for a larger image
Relationship between load factor and stalling speed.
The basic stalling speed is the speed below which a clean aircraft of stated weight, with the engines throttled back, can no longer maintain a straight and level flight because the wing is stalling. Factors that affect the basic stalling speed are the weight, load factor, power, and slipstream and changes in the configuration (undercarriage up/down, flaps out/in, external stores, etc.). The stalling angle of an aircraft is fixed but the stalling speed is dependent on these factors.
An Illustrated Dictionary of Aviation Copyright © 2005 by The McGraw-Hill Companies, Inc. All rights reserved
References in periodicals archive ?
The graph at the top of the following page both perpetuates the stalling speed concept and puts some bank angle into the equation.
When the manufacturer conducts airplane certification testing, the stall warning is required to 'begin at a speed exceeding the stalling speed by a margin of not less than 5 knots and must continue until the stall occurs.'
Greater wing loading results in higher stalling speed, in this case about a 25-percent increase.
We think that puts us too close to the flaps-up stalling speed; best to use something a bit faster, so we'll settle on 1.5 [V.sub.S1] as our slowest available speed.
Even if the airplane is above its 1G stalling speed, it may not be above its new, loaded stalling speed.
What we might call the "VA effect," however, is that stalling speed decreases with reductions in airplane weight.
If the required turn results in a steep bank, the airplane's stalling speed increases.
Among these is the demonstration of being satisfactorily controllable with no exceptional degree of skill or alertness on the part of the pilot in 90-degree crosswinds up to a velocity equal to 0.2 [V.sub.so] This means a windspeed of two-tenths of the airplane's stalling speed with power off and landing gear/flaps down." The demonstrated crosswind velocity is supposed to be on a placard in airplanes certificated after May 3, 1962.
The pilot reported that airspeed was 12 to 15 knots above stalling speed and he was in a stabilized approach to touch down on the runway about 1000 feet from the approach threshold.
You also should know at what speed the airplane stalls (Hint: It's color-coded on the airspeed indicator.) In non-gusty conditions, flying the final approach at anything above 1.3 times the landing configuration stalling speed (I prefer 1.2 ...) guarantees floating a bit after you begin the flare.
Using it and the added "example arrows," we see that a 60-degree bank results in a roughly 40-percent increase in stalling speed. If at its current weight and flap setting your airplane normally stalls at 55 kias, in a 60-degree bank it will stall at about 77 kias.
The flap operating envelope is bounded by these lower G-load limits as well as lower airspeeds rangingfrom stalling speed in the landing configuration ([V.sub.SO]) to maximum flap operating speed ([V.sub.FE]).