Mixing
Why does the Ikarus C42 pitch down when stalled?
Clash Royale CLAN TAG#URR8PPP
up vote
2
down vote
favorite
Apparently, the C42 nose pitches down shortly after stall, like in this video. I know part of the video might be pilot input to recover from the stall, but I've read on various flying forums that this will happen naturally without input anyway. Why is this?
stall ultralight
asked 4 hours ago
Cloud
2,30411339
add a comment |Â
up vote
2
down vote
favorite
Apparently, the C42 nose pitches down shortly after stall, like in this video. I know part of the video might be pilot input to recover from the stall, but I've read on various flying forums that this will happen naturally without input anyway. Why is this?
stall ultralight
asked 4 hours ago
Cloud
2,30411339
add a comment |Â
up vote
2
down vote
favorite
up vote
2
down vote
favorite
Apparently, the C42 nose pitches down shortly after stall, like in this video. I know part of the video might be pilot input to recover from the stall, but I've read on various flying forums that this will happen naturally without input anyway. Why is this?
stall ultralight
asked 4 hours ago
Cloud
2,30411339
Apparently, the C42 nose pitches down shortly after stall, like in this video. I know part of the video might be pilot input to recover from the stall, but I've read on various flying forums that this will happen naturally without input anyway. Why is this?
stall ultralight
stall ultralight
asked 4 hours ago
Cloud
2,30411339
asked 4 hours ago
Cloud
2,30411339
asked 4 hours ago
Cloud
2,30411339
asked 4 hours ago
Cloud
2,30411339
asked 4 hours ago
Cloud
2,30411339
2,30411339
add a comment |Â
add a comment |Â
2 Answers
2
active
oldest
votes
up vote
2
down vote
Most (if not all) longitudinally stable aircraft will pitch nose down after a stall.
This is because the forward flying surface (regardless of conventional or canard layout) -- or forward portion of the wing, in the case of tailless designs -- must fly at a higher loading and coefficient of lift than the rear in order to maintain stability, so when lift is lost, it will be lost first at the higher-loaded and higher-coefficient surface, which will then start to drop before the lower-loaded or lower-coefficient surface.
answered 4 hours ago
Zeiss Ikon
2,600315
add a comment |Â
up vote
2
down vote
Most aeroplanes are designed with the Centre of Gravity being ahead of Centre of Lift, so when the aeroplane's wing cannot product sufficient lift anymore -- due to a high Angle of Attack, the nose will drop, therefore, it will decrease the AoA and as the gravity pulls the aeroplane towards earth, the speed will increase which in combination with the lower AoA will hopefully produce enough lift to keep the aeroplane flying again.
In some cases when the CG is not forward of CoL -- e.g. mostly in transport category aeroplanes, the horizontal stabiliser is set/installed on the neutral nose-down Angle of Incidence, which makes the aeroplane fly in a more stable manner and will help the stall recovery by pushing to nose-down.
Generally flying in any type of aeroplane with CG aft of CoL is considered a no-no, for the reasons explained above: 1) Flight instability and 2) possibly unrecoverable from a stall -- which in fact is likely to happen because of the displaced CG will tend to increase the AoA which will decrease the speed, until stall happens.
answered 1 hour ago
Mahdi
19529
add a comment |Â
2 Answers
2
active
oldest
votes
2 Answers
2
active
oldest
votes
active
oldest
votes
active
oldest
votes
up vote
2
down vote
Most (if not all) longitudinally stable aircraft will pitch nose down after a stall.
This is because the forward flying surface (regardless of conventional or canard layout) -- or forward portion of the wing, in the case of tailless designs -- must fly at a higher loading and coefficient of lift than the rear in order to maintain stability, so when lift is lost, it will be lost first at the higher-loaded and higher-coefficient surface, which will then start to drop before the lower-loaded or lower-coefficient surface.
answered 4 hours ago
Zeiss Ikon
2,600315
add a comment |Â
up vote
2
down vote
Most (if not all) longitudinally stable aircraft will pitch nose down after a stall.
This is because the forward flying surface (regardless of conventional or canard layout) -- or forward portion of the wing, in the case of tailless designs -- must fly at a higher loading and coefficient of lift than the rear in order to maintain stability, so when lift is lost, it will be lost first at the higher-loaded and higher-coefficient surface, which will then start to drop before the lower-loaded or lower-coefficient surface.
answered 4 hours ago
Zeiss Ikon
2,600315
add a comment |Â
up vote
2
down vote
up vote
2
down vote
Most (if not all) longitudinally stable aircraft will pitch nose down after a stall.
This is because the forward flying surface (regardless of conventional or canard layout) -- or forward portion of the wing, in the case of tailless designs -- must fly at a higher loading and coefficient of lift than the rear in order to maintain stability, so when lift is lost, it will be lost first at the higher-loaded and higher-coefficient surface, which will then start to drop before the lower-loaded or lower-coefficient surface.
answered 4 hours ago
Zeiss Ikon
2,600315
Most (if not all) longitudinally stable aircraft will pitch nose down after a stall.
This is because the forward flying surface (regardless of conventional or canard layout) -- or forward portion of the wing, in the case of tailless designs -- must fly at a higher loading and coefficient of lift than the rear in order to maintain stability, so when lift is lost, it will be lost first at the higher-loaded and higher-coefficient surface, which will then start to drop before the lower-loaded or lower-coefficient surface.
answered 4 hours ago
Zeiss Ikon
2,600315
answered 4 hours ago
Zeiss Ikon
2,600315
answered 4 hours ago
Zeiss Ikon
2,600315
answered 4 hours ago
Zeiss Ikon
2,600315
2,600315
add a comment |Â
add a comment |Â
up vote
2
down vote
Most aeroplanes are designed with the Centre of Gravity being ahead of Centre of Lift, so when the aeroplane's wing cannot product sufficient lift anymore -- due to a high Angle of Attack, the nose will drop, therefore, it will decrease the AoA and as the gravity pulls the aeroplane towards earth, the speed will increase which in combination with the lower AoA will hopefully produce enough lift to keep the aeroplane flying again.
In some cases when the CG is not forward of CoL -- e.g. mostly in transport category aeroplanes, the horizontal stabiliser is set/installed on the neutral nose-down Angle of Incidence, which makes the aeroplane fly in a more stable manner and will help the stall recovery by pushing to nose-down.
Generally flying in any type of aeroplane with CG aft of CoL is considered a no-no, for the reasons explained above: 1) Flight instability and 2) possibly unrecoverable from a stall -- which in fact is likely to happen because of the displaced CG will tend to increase the AoA which will decrease the speed, until stall happens.
answered 1 hour ago
Mahdi
19529
add a comment |Â
up vote
2
down vote
Most aeroplanes are designed with the Centre of Gravity being ahead of Centre of Lift, so when the aeroplane's wing cannot product sufficient lift anymore -- due to a high Angle of Attack, the nose will drop, therefore, it will decrease the AoA and as the gravity pulls the aeroplane towards earth, the speed will increase which in combination with the lower AoA will hopefully produce enough lift to keep the aeroplane flying again.
In some cases when the CG is not forward of CoL -- e.g. mostly in transport category aeroplanes, the horizontal stabiliser is set/installed on the neutral nose-down Angle of Incidence, which makes the aeroplane fly in a more stable manner and will help the stall recovery by pushing to nose-down.
Generally flying in any type of aeroplane with CG aft of CoL is considered a no-no, for the reasons explained above: 1) Flight instability and 2) possibly unrecoverable from a stall -- which in fact is likely to happen because of the displaced CG will tend to increase the AoA which will decrease the speed, until stall happens.
answered 1 hour ago
Mahdi
19529
add a comment |Â
up vote
2
down vote
up vote
2
down vote
Most aeroplanes are designed with the Centre of Gravity being ahead of Centre of Lift, so when the aeroplane's wing cannot product sufficient lift anymore -- due to a high Angle of Attack, the nose will drop, therefore, it will decrease the AoA and as the gravity pulls the aeroplane towards earth, the speed will increase which in combination with the lower AoA will hopefully produce enough lift to keep the aeroplane flying again.
In some cases when the CG is not forward of CoL -- e.g. mostly in transport category aeroplanes, the horizontal stabiliser is set/installed on the neutral nose-down Angle of Incidence, which makes the aeroplane fly in a more stable manner and will help the stall recovery by pushing to nose-down.
Generally flying in any type of aeroplane with CG aft of CoL is considered a no-no, for the reasons explained above: 1) Flight instability and 2) possibly unrecoverable from a stall -- which in fact is likely to happen because of the displaced CG will tend to increase the AoA which will decrease the speed, until stall happens.
answered 1 hour ago
Mahdi
19529
Most aeroplanes are designed with the Centre of Gravity being ahead of Centre of Lift, so when the aeroplane's wing cannot product sufficient lift anymore -- due to a high Angle of Attack, the nose will drop, therefore, it will decrease the AoA and as the gravity pulls the aeroplane towards earth, the speed will increase which in combination with the lower AoA will hopefully produce enough lift to keep the aeroplane flying again.
In some cases when the CG is not forward of CoL -- e.g. mostly in transport category aeroplanes, the horizontal stabiliser is set/installed on the neutral nose-down Angle of Incidence, which makes the aeroplane fly in a more stable manner and will help the stall recovery by pushing to nose-down.
Generally flying in any type of aeroplane with CG aft of CoL is considered a no-no, for the reasons explained above: 1) Flight instability and 2) possibly unrecoverable from a stall -- which in fact is likely to happen because of the displaced CG will tend to increase the AoA which will decrease the speed, until stall happens.
answered 1 hour ago
Mahdi
19529
edited 1 hour ago
answered 1 hour ago
Mahdi
19529
answered 1 hour ago
Mahdi
19529
answered 1 hour ago
Mahdi
19529
19529
add a comment |Â
add a comment |Â
Sign up or log in
StackExchange.ready(function ()
StackExchange.helpers.onClickDraftSave('#login-link');
);
Sign up using Google
Sign up using Facebook
Sign up using Email and Password
Post as a guest
StackExchange.ready(
function ()
StackExchange.openid.initPostLogin('.new-post-login', 'https%3a%2f%2faviation.stackexchange.com%2fquestions%2f56421%2fwhy-does-the-ikarus-c42-pitch-down-when-stalled%23new-answer', 'question_page');
);
Post as a guest
Sign up or log in
StackExchange.ready(function ()
StackExchange.helpers.onClickDraftSave('#login-link');
);
Sign up using Google
Sign up using Facebook
Sign up using Email and Password
Post as a guest
Sign up or log in
StackExchange.ready(function ()
StackExchange.helpers.onClickDraftSave('#login-link');
);
Sign up using Google
Sign up using Facebook
Sign up using Email and Password
Post as a guest
Sign up or log in
StackExchange.ready(function ()
StackExchange.helpers.onClickDraftSave('#login-link');
);
Sign up using Google
Sign up using Facebook
Sign up using Email and Password
Sign up using Google
Sign up using Facebook
Sign up using Email and Password