My google search has given me:
1. "For a given aircraft weight and power, there's a specific angle of attack (AoA) needed to maintain level flight, as this AoA generates the lift required to counter the aircraft's weight."
2. "Aircraft lift relies on a balance between angle of attack (AOA), airspeed, and air density, with high airspeed allowing for a lower AOA to achieve the same lift as a lower airspeed with a higher AOA during cruise flight. "
My very smart and knowledgeable friend says #2 does not apply as that is just basic aerodynamics and believes #1 is correct.
That being said it seems to me I can fly at a higher angle of attack and maintain altitude in cruse that is 5 knots slower than a lower angle of attack.
I have not been able to find a graph or equation that simply shows that there are two AOA for every level cruse flight speed....not talking about the back side of the power curve near the stall unless it is the same sort of situation ....and if so is there a graph that will show it..
So all that being said what am I experiencing if #1 is the correct answer.....poor pilot technique (improper trimming) ...change in effective power (I have a constant speed prop) ?
What does Xflier say about this. ?
1. "For a given aircraft weight and power, there's a specific angle of attack (AoA) needed to maintain level flight, as this AoA generates the lift required to counter the aircraft's weight."
2. "Aircraft lift relies on a balance between angle of attack (AOA), airspeed, and air density, with high airspeed allowing for a lower AOA to achieve the same lift as a lower airspeed with a higher AOA during cruise flight. "
My very smart and knowledgeable friend says #2 does not apply as that is just basic aerodynamics and believes #1 is correct.
That being said it seems to me I can fly at a higher angle of attack and maintain altitude in cruse that is 5 knots slower than a lower angle of attack.
I have not been able to find a graph or equation that simply shows that there are two AOA for every level cruse flight speed....not talking about the back side of the power curve near the stall unless it is the same sort of situation ....and if so is there a graph that will show it..
So all that being said what am I experiencing if #1 is the correct answer.....poor pilot technique (improper trimming) ...change in effective power (I have a constant speed prop) ?
What does Xflier say about this. ?
