+ZB_Av8r something I would recommend is instead of having a hard copy binder for your cfi binder, simply make it digital on Google drive so it can be easily shared with students and embed the videos into your lesson plans. I've had a few cfi's I trained do that and the dpe actually really liked. Shows you're keeping up with the times and using all available resources to ensure quality instruction for you students
Great video. Thumbs up. I still don’t understand why the water streaming up the window was coming in from a angel lower than the plane as it was ascending. Could you explain? I really don’t get angle of attack.
Angle of attack is the angle between the cord line of the wing and the relative wind. Put a different way, it is the angle of the wind that’s blowing that rain and the direction of the line that runs straight through the middle of the wing. We care about this angle, because the amount of lift generated by the wing is dependent, for a given speed, on the angle of the wing. If you’re going slower, you have to pitch the airplane up higher in order to maintain level flight. If you’re going faster, you can relax the control yoke pressure in the airplane will still stay in level flight.
angle of incidence is the angle the wing (through the cord) is mounted to the forward shape of the airplane. (how you want it to fly forward at cruise speed.)
Jon, I just saw a short excerpt of a WWII era B-17 pilot training film here on UA-cam called ''Cartoon Showing How to Fly the B-17 Flying Fortress''. In that film, it is mentioned that during a B-17's take-off, the relative wind is always parallel to the ground. I mean: really parallel, as you will notice if you watch the video. I was wondering if that applies to all aircraft, as the B-17 uses a 3-point take-off. What do you think?
Update: Jon, I saw your video again, and I think I understood where I was confused: the B-17's wing is already in a flying attitude, as the narrator from the film mentioned. As for aircraft that do not have a wing in a flying attitude, such as the A380 you've shown at 00:55, the relative wind is indeed parallel to the ground as well, but the angle of attack is dependent on the aircraft's angle of incidence until the pilot rotates the aircraft at the proper rotation speed. I'm correct?
I guess what I’m not grokking is what relative wind means. If I’m cruising does the direction of the wind matter, eg tailwind vs headwind vs crosswind And why is there no angle of attack (no relative wind?) if I’m climbing at the same angle that I’m pitched to? (Your example was pitched 10 degrees and climbing at 10 degrees) I thought relative wind is opposite of my direction, but then I don’t see why there’s be zero angle of attack / relative wind in the example where plane is pitched and climbing at 10 degrees
If it helps, I will try to explain briefly. It is not actually the wind out there, it is the air (air resistance in a way) that hits the plane's wing while it is going through the air, similar to the relative wind that hits your hand if you stick it out of the window while driving the car. You can also think about the relative wind as the wind in the opposite direction of the airplane's vector or direction while travelling.
Hello Pilots, Do I understand it right that, Stall will happen when you have a large angle of attack at relative low speed? But if, with the Same Angle of Attack, the speed is much higher, then stall won't happen. Right? And the plane will climb up of course. Right? If not right, Then how come that fighter jets and other acrobatic planes can climb straight vertically? I suppose this is because of their high speed, which provides enough lift, no matter in what direction or angle they move. So why can't normal plans in a critical angle of attack give full thrust to gain more lift? The air is the same everywhere in the sky. Why behaves the air different if we want to fly in an angle which is not parallel to the horizon?
Some aerobatic planes can climb vertically because they have ramped up enough kinetic energy (speed) to trade for altitude (potential energy). This trade will keep going until the aircraft reaches the stalling speed, in which the aircraft will have to recover
Also many jets and civilian aircraft aren't built for the aerodynamic stress that the vertical climb induces on the aircraft. That's why only aerobatic planes, and only few jets can only do this. Ofc fighter jets are capable of this too
I believe you have explained the AoA incorrectly. Your way to describe AoA and the relative wind in 2:20 is incorrect. As per my understanding, for still wind and weather, the angle of the propeller or turbines always fixed to the fuselage or longitudinal axis, as per designed, as per manufactured. The wing angle to the fuselage (which is knows as longitudinal axis) is normally around 6 degree. In actual flight, the wind is coming from two things: Wind generated by the propeller or turbines, and wind hit by the airplane. But in this discussion, the wind from the environment we will neglect. But in actual situation, wind will be the resultant of both. One terminology that you forgot during explaining the AoA here is the absence of the Flight Path Vector (FPV). This vector is the expected result or direction by the pilot.The AoA itself is angle between the chordline to the FPV. To get that vector, a pilot have to adjust some parameters, especially Air Speed, such as during landing, cruise, and take off. During take off, the FPV heading UP, parallel to the wind direction (so do to the longitudinal axis, as the plane is heading up). Hence, the AoA is relatively small. During landing, the plane also pitching up, wind direction also coming from above, but the FPV is heading DOWN. Hence, the AoA is relatively high. But during the cruise, for normal condition, the FPV is horizontal, parallel to the longitudinal axis, which the AoA is the manufactured AoA with the wing attached to the fuselage (around 6 degree as I mentioned above). But, there will be condition that the longitudinal axis is not horizontal, but heading up, but the FPV is remain horizontal. That is achieved by reducing speed such way. See this condition? The relative wind is coming from above, but plane is horizontal. For jet fighter, the condition is more complex.
Umm many videos like these are aimed for civilian aircraft, I don't think many UA-cam videos are gonna tell you how to fly / inform you on concepts relating to fighter jets, since many more people fly civilian aircraft over fighter jets. Also to clarify... AoA, is the angle created between the chord line, and the direction of the relative airflow. That's the most simplest yet correct definition, that relates to civilian aircraft, heck even military aircraft follow this same principle. Relative airflow, is the wind that operates in the opposite direction of movement of an aircraft and withholds the same airspeed of that of the TAS of a given plane. If an aircraft is moving 65kts and travelling 000 degrees. The wind will come from 000 degrees to 180 degrees and have an airspeed of 65kts. This relative airflow will rush over the aerofoils and onto the fin, thus lift is created on the cambered / symmetrical aerofoils
the rain explanation was genius
THANK YOU!! I was struggling with the concept but the water on the window gave an excellent visualization
The rain on the window description is brilliant, if you don't mind, I'm going to use that,
Best video on this topic thus far.
Much appreciated!!
Very very good practical demonstration my friend thsnkyou bravo zulu keep up the outstanding work
Great video! Explained it perfectly. Also, Im glad I paid attention in Physics and Geometry. Helps a ton!
Another great video! Wish I could just show your videos for my CFI initial!
+ZB_Av8r something I would recommend is instead of having a hard copy binder for your cfi binder, simply make it digital on Google drive so it can be easily shared with students and embed the videos into your lesson plans. I've had a few cfi's I trained do that and the dpe actually really liked. Shows you're keeping up with the times and using all available resources to ensure quality instruction for you students
Nicely explained. Thank you
This is a great help been having a difficulties reviewing about AOA
Could you explain how chord varies for different section of propeller blade?
Great video. Thumbs up.
I still don’t understand why the water streaming up the window was coming in from a angel lower than the plane as it was ascending. Could you explain? I really don’t get angle of attack.
Angle of attack is the angle between the cord line of the wing and the relative wind. Put a different way, it is the angle of the wind that’s blowing that rain and the direction of the line that runs straight through the middle of the wing. We care about this angle, because the amount of lift generated by the wing is dependent, for a given speed, on the angle of the wing. If you’re going slower, you have to pitch the airplane up higher in order to maintain level flight. If you’re going faster, you can relax the control yoke pressure in the airplane will still stay in level flight.
That was very helpful thank you.
Always happy to help! More info on the site if needed at fly8ma.com
can u please explain what is effective angle of attack and angle of incidence?
angle of incidence is the angle the wing (through the cord) is mounted to the forward shape of the airplane. (how you want it to fly forward at cruise speed.)
Love the videos ✌🏼✈️
Jon, I just saw a short excerpt of a WWII era B-17 pilot training film here on UA-cam called ''Cartoon Showing How to Fly the B-17 Flying Fortress''. In that film, it is mentioned that during a B-17's take-off, the relative wind is always parallel to the ground. I mean: really parallel, as you will notice if you watch the video.
I was wondering if that applies to all aircraft, as the B-17 uses a 3-point take-off. What do you think?
Update: Jon, I saw your video again, and I think I understood where I was confused: the B-17's wing is already in a flying attitude, as the narrator from the film mentioned.
As for aircraft that do not have a wing in a flying attitude, such as the A380 you've shown at 00:55, the relative wind is indeed parallel to the ground as well, but the angle of attack is dependent on the aircraft's angle of incidence until the pilot rotates the aircraft at the proper rotation speed. I'm correct?
I guess what I’m not grokking is what relative wind means. If I’m cruising does the direction of the wind matter, eg tailwind vs headwind vs crosswind
And why is there no angle of attack (no relative wind?) if I’m climbing at the same angle that I’m pitched to? (Your example was pitched 10 degrees and climbing at 10 degrees)
I thought relative wind is opposite of my direction, but then I don’t see why there’s be zero angle of attack / relative wind in the example where plane is pitched and climbing at 10 degrees
What fraction of lift is provided by AOA vs wing shape, for an average airliner at a typical cruise speed and altitude, roughly?
THANK YOUUUU!!!!!
Of course, glad it helped ya!
do you have a different video that explains how the relative wind works?
If it helps, I will try to explain briefly. It is not actually the wind out there, it is the air (air resistance in a way) that hits the plane's wing while it is going through the air, similar to the relative wind that hits your hand if you stick it out of the window while driving the car. You can also think about the relative wind as the wind in the opposite direction of the airplane's vector or direction while travelling.
Thank you soo soo much!
You're welcome!
Thanks
When can we have negative angle of attack?
That actually does make a little more sense. Dont forget angle of attack also applies to helicopters
Yes, but it works entirely different to a plane
Hello Pilots,
Do I understand it right that,
Stall will happen when you have a large angle of attack at relative low speed?
But
if, with the Same Angle of Attack, the speed is much higher, then stall
won't happen. Right? And the plane will climb up of course. Right?
If not right, Then how come that fighter jets and other acrobatic planes can climb straight vertically?
I suppose this is because of their high speed, which provides enough lift, no matter in what direction or angle they move.
So why can't normal plans in a critical angle of attack give full thrust to gain more lift?
The
air is the same everywhere in the sky. Why behaves the air different if
we want to fly in an angle which is not parallel to the horizon?
Some aerobatic planes can climb vertically because they have ramped up enough kinetic energy (speed) to trade for altitude (potential energy). This trade will keep going until the aircraft reaches the stalling speed, in which the aircraft will have to recover
Also many jets and civilian aircraft aren't built for the aerodynamic stress that the vertical climb induces on the aircraft. That's why only aerobatic planes, and only few jets can only do this. Ofc fighter jets are capable of this too
Did anyone ever tell you that you do sound a bit like Steve Carell ? (I say this as a compliment)
I was wondering about that .
I'm not sure this was as accurate as it could have been.
What happen if angle of attack is greater than 15 degrees
stall will kick in n that is baaad ;( ;(
I believe you have explained the AoA incorrectly. Your way to describe AoA and the relative wind in 2:20 is incorrect. As per my understanding, for still wind and weather, the angle of the propeller or turbines always fixed to the fuselage or longitudinal axis, as per designed, as per manufactured. The wing angle to the fuselage (which is knows as longitudinal axis) is normally around 6 degree.
In actual flight, the wind is coming from two things: Wind generated by the propeller or turbines, and wind hit by the airplane. But in this discussion, the wind from the environment we will neglect. But in actual situation, wind will be the resultant of both.
One terminology that you forgot during explaining the AoA here is the absence of the Flight Path Vector (FPV). This vector is the expected result or direction by the pilot.The AoA itself is angle between the chordline to the FPV. To get that vector, a pilot have to adjust some parameters, especially Air Speed, such as during landing, cruise, and take off. During take off, the FPV heading UP, parallel to the wind direction (so do to the longitudinal axis, as the plane is heading up). Hence, the AoA is relatively small. During landing, the plane also pitching up, wind direction also coming from above, but the FPV is heading DOWN. Hence, the AoA is relatively high. But during the cruise, for normal condition, the FPV is horizontal, parallel to the longitudinal axis, which the AoA is the manufactured AoA with the wing attached to the fuselage (around 6 degree as I mentioned above). But, there will be condition that the longitudinal axis is not horizontal, but heading up, but the FPV is remain horizontal. That is achieved by reducing speed such way. See this condition? The relative wind is coming from above, but plane is horizontal. For jet fighter, the condition is more complex.
Umm many videos like these are aimed for civilian aircraft, I don't think many UA-cam videos are gonna tell you how to fly / inform you on concepts relating to fighter jets, since many more people fly civilian aircraft over fighter jets.
Also to clarify...
AoA, is the angle created between the chord line, and the direction of the relative airflow. That's the most simplest yet correct definition, that relates to civilian aircraft, heck even military aircraft follow this same principle.
Relative airflow, is the wind that operates in the opposite direction of movement of an aircraft and withholds the same airspeed of that of the TAS of a given plane. If an aircraft is moving 65kts and travelling 000 degrees. The wind will come from 000 degrees to 180 degrees and have an airspeed of 65kts.
This relative airflow will rush over the aerofoils and onto the fin, thus lift is created on the cambered / symmetrical aerofoils
This was a confusing explanation
What part of the video did you find confusing?