[quote]Is the indicated stall speed less in a slip and higher in a skid?[/quote]
Another trick question. A cheaper aircraft like a 172
will have a single static port (eg on left side) but a
more expensive aircraft (like a Mooney) will have 2,
but [i]in a different location[/i] - on [u]both sides[/u] at the
back of the fuselage instead of at the front like at 172.
Indicated airspeed is merely the pressure differential
between the pitot pressure and the static port, or if
there are two static ports, of the [b]sums [/b]of the two different
pressures at the static port, which makes us think about
the topology and diameter of the static tubing (how much air
can flow, between the static ports at different pressures, and
how fast? See fluid dynamics for that answer)
More detail is required to answer your question. Remember
that airspeed is merely a proxy for AOA. In your question,
the airflow is not symmetrical hence the two wings will be
at different AOA, so an AOA on each wing would be nice.
That single airspeed reading on your dashboard starts to
look like a pretty lousy proxy for the two different AOA's -
we're going to map a lot of different pairs to one scalar
value.
Oh god, I'm starting to sound like photofly. Must stop.
We are pilots, and pilots are a simple people.
[size=18pt][b]Skids are bad, slips are good[/b][/size].
The inside wing can stall in a skid, and the lift from the
outside wing can quickly roll you upside down. Most
pilots don't like being upside down at low altitude,
which I understand is an acquired taste.
Theoretically you can stall a wing in a slip, but you
really really really have to work at it, and if you do,
you roll wings level, which is probably easier to deal
with.
In a slip, lower the nose to keep the speed up and
piss away energy. Drag is a function of velocity
squared, remember.
I haven't even mentioned a really fundamental
consideration ... stall speed is also a function of G.
If you aren't pulling 1 G (eg in a slip, you're letting
the aircraft fall) your stall speed goes down.
Vs(G) = Vs(1G) x sqrt(G)
Remember at zero G, you cannot stall, because the
wings are not being asked to produce any lift.
So when you ask about a skid or a slip, you need to
know [i]how much[/i] of a skid or slip that you are performing,
and how much lift you are trying to produce at the time.
In my extreme example of a 90 degree banked slip,
you can see the rules start to change. Wings aren't
producing any lift - their AOA is zero - and the aircraft
is merely falling.
Or is it? In the case of the Pitts S-2B with it's large
canopy, rotund belly and channeling effect of the biplane
wings, level sustained knife-edge flight is possible with
enough airspeed. The fuselage produces that much lift -
the vectored thrust from the prop is second order at best.
The fuselage produces so much lift in knife-edge flight
that you can even do it in formation. It's that controllable -
Eric and I do it all the time.
I hope the above helps, and I apologize for being
mean to photofly. He's actually a great guy. Who
do you think did his instructor rating? ;D And fixed
his VOR antenna, after the paint shop fucked it up?
Digression: in 40+ years in aviation, I have yet to
meet one AME that comprehends what a balun is.
[img]
http://avstop.com/maint/alterations/f3-10.jpg[/img]
You don't have to connect the end of the coax to anything, ok?