An aircraft moving through the air on its side, may still create some small amount of force laterally, which opposes gravity, even though the wings may be producing no force at all. The "lift" topic always sparks arguments, because technically, lift can be generated in any direction, depending on the definition of lift you are considering. It will probably take a good while to fully level out. Also, because the density will change gradually, so too will the rate of climb decrease gradually. At this point, the aircraft will once again be configured for level flight at the new density altitude. Because the throttle and new pitch are now fixed, the airplane will simply climb at it's new speed and AOA until altitude and temperature lower the outside air density to the new equilibrium point. You have traded forward speed for extra lifting force. Unless you are already at your stall speed, a slight increase in AOA without lowering throttle will begin a climb at slower forward speed because this new combination of AOA and speed are producing excess lift at the current air density.
This means that for any change to AOA, density must provide the equilibrium.
You have taken throttle out of the equation. If the AOA stays the same, the aircraft will begin to sink because the current density cannot provide enough lift at that combination of AOA and speed. Want to stay in level cruise at a given density altitude after lowering throttle? AOA must increase. The thing is, changing one variable (speed, AOA, or density) requires that one or both of the others change to maintain equilibrium. Speed and AOA are variables that you indirectly control, via throttle (by increasing thrust) and yoke (by using elevator to alter pitch) respectively.
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this works at any power setting, from gliding to full power. Sinking pitches the nose down, which increases speed, which increases lift. As the plane pitches up and slows, enough lift is lost to cause the plane to sink (even though the nose is skyward). It turns out the mechanism of static stability works as well in a climb as anywhere else. Since the wing is around 4x more efficient than the prop in producing lift, pitching up and "using the prop to climb" does not work very well. (If you have sufficient oxygen and no head wind, your ground speed will be higher).īut this provides an insight into what it is doing when it climbs in the first place. It will then fly level at its trimmed airspeed. Assuming static stability (a hallmark of a properly CG balanced 172, checked pre-flight), the rate of climb will decrease until the plane has insufficient thrust to continue climbing. If the yoke is pulled harder, the plane continues to pitch up and stall (with more power and/or airspeed it may loop, but I would not bet on it at 90 knots, 75% power from level flight in a 172).īut 5 minutes later? As you climb, the engine produces less and less thrust. In this case a steady climb is likely at a lower airspeed.
Specifically for a 172, there are 2 outcomes. (A descending aircraft, nose "down", allows gravity to contribute to thrust). Secondly, as the plane pitches up, the gravity vector increasingly contributes to the drag vector. This is the only point in the scenario you have excess lift because: increasing AOA increases drag. Pulling the yoke back without changing anything else will create excess lift, and a climb begins.
Well, you knew to be specific about the plane, the RPM, the airspeed, and the attitude.
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