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<DIV>I believe we are saying the same thing if you define the critical angle of
attack as the point where an increase in angle of attack does not increase the
lift. So it would seem that the task is to rapidly change the angle of
attack from near zero and have it exceed the critical angle before the plane
changes its flight path. This is tough for a pattern plane because they
are very responsive especially when they have relatively high airspeed.
The big high inertia IMAC planes have a much easier time achieving a high angle
of attack before the flight path changes just like an airliner.</DIV>
<DIV>Jim </DIV>
<DIV> </DIV>
<DIV>----- Original Message ----- </DIV>
<BLOCKQUOTE dir=ltr
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Ed_Alt@hotmail.com href="mailto:Ed_Alt@hotmail.com">Ed Alt</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Tuesday, April 13, 2004 11:36
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Snaps</DIV>
<DIV><BR></DIV>
<DIV>Jim:</DIV>
<DIV>The wing is stalled when the critical angle of attack is reached, which
can happen at any airspeed, starting from any flight attitude. This is
most easily seen & felt if you go up in a light plane and gradually work
the yoke back, increasing the angle of attack and holding altitude as airspeed
bleeds off before the stall. This can go on for many seconds. The
total lift is staying the same before the stall, but the wing doesn't stall
until the angle of attack gradually increases to the point that the critical
AOA is reached. In that example, the critical AOA will be
reached at a lower airspeed due than if the pilot had done an accelerated
stall by yanking the yoke rapidly back.</DIV>
<DIV>Ed</DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=JOddino@socal.rr.com href="mailto:JOddino@socal.rr.com">JOddino</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Wednesday, April 14, 2004 1:15
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Snaps</DIV>
<DIV><BR></DIV>
<DIV>How do you stall a wing that is not producing any lift, as in the case
when the plane is on a vertical up or down line?</DIV>
<DIV>My definnition of stall is when an increase in angle of attack does not
produce an increase in lift. Another might be when the lift does not
exceed the weight. I've got to believe we know a snap when we see it
and we ought to quit trying to describe it in words.</DIV>
<DIV>Jim</DIV>
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style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Patternrules@aol.com
href="mailto:Patternrules@aol.com">Patternrules@aol.com</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Tuesday, April 13, 2004 6:13
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Snaps</DIV>
<DIV><BR></DIV>
<DIV>
<DIV>In a message dated 4/13/2004 8:06:56 PM US Eastern Standard Time, <A
href="mailto:rcsteve@tcrcm.org">rcsteve@tcrcm.org</A> writes:</DIV>
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid"><STRONG> Don't
stop reading as so many do, this is the next
sentence.</STRONG></BLOCKQUOTE></DIV>
<DIV><STRONG> </STRONG></DIV>
<DIV><STRONG> 1. Since the maneuver is defined as a stall
maneuver<BR>(initiated by a rapid stall of the wing induced<BR>by a change
in pitch attitude), the nose of the<BR>fuselage should show a definite
break from the<BR>flight path in the direction of the snap (positive<BR>or
negative) while the track closely maintains<BR>the flight
path.<BR> </STRONG></DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV><FONT lang=0 face="Arial Baltic" size=2 PTSIZE="10"
FAMILY="SANSSERIF"><B><I>Steve
Maxwell</B></I></FONT></DIV></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BODY></HTML>