|
In fluid dynamics, a stall is a reduction in the lift coefficient generated by a foil as angle of attack increases.〔Crane, Dale: ''Dictionary of Aeronautical Terms, third edition'', page 486. Aviation Supplies & Academics, 1997. ISBN 1-56027-287-2〕 This occurs when the critical angle of attack of the foil is exceeded. The critical angle of attack is typically about 15 degrees, but it may vary significantly depending on the fluid, foil, and Reynolds number. Stalls in fixed-wing flight are often experienced as a sudden reduction in lift as the pilot increases the wing's angle of attack and exceeds its critical angle of attack (which may be due to slowing down below stall speed in level flight). A stall does not mean that the engine(s) have stopped working, or that the aircraft has stopped moving — the effect is the same even in an unpowered glider aircraft. Vectored thrust in manned and unmanned aircraft is used to surpass the stall limit, thereby giving rise to post-stall technology.〔Benjamin Gal-Or, "Vectored Propulsion, Supermaneuverability, and Robot Aircraft", Springer Verlag, 1990, ISBN 0-387-97161-0, ISBN 3-540-97161-0〕〔USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001)〕 Because stalls are most commonly discussed in connection with aviation, this article discusses stalls as they relate mainly to aircraft, in particular fixed-wing aircraft. The principles of stall discussed here translate to foils in other fluids as well. ==Formal definition== A stall is a condition in aerodynamics and aviation wherein the angle of attack increases beyond a certain point such that the lift begins to decrease. The angle at which this occurs is called the ''critical angle of attack''. This critical angle is dependent upon the airfoil section or profile of the wing, its planform, its aspect ratio, and other factors, but is typically in the range of 8 to 20 degrees relative to the incoming wind for most subsonic airfoils. The critical angle of attack is the angle of attack on the lift coefficient versus angle-of-attack curve at which the maximum lift coefficient occurs. Flow separation ''begins'' to occur at small angles of attack while ''attached'' flow over the wing is still dominant. As angle of attack increases, the separated regions on the top of the wing increase in size and hinder the wing's ability to create lift. At the critical angle of attack, separated flow is so dominant that further increases in angle of attack produce ''less'' lift and vastly more drag. A fixed-wing aircraft during a stall may experience buffeting or a change in attitude. Most aircraft are designed to have a gradual stall with characteristics that will warn the pilot and give the pilot time to react. For example, an aircraft that does not buffet before the stall may have an audible alarm or a stick shaker installed to simulate the feel of a buffet by vibrating the stick fore and aft. The "buffet margin" is, for a given set of conditions, the amount of ‘g’, which can be imposed for a given level of buffet. The critical angle of attack in steady straight and level flight can be attained only at low airspeed. Attempts to increase the angle of attack at higher airspeeds can cause a high-speed stall or may merely cause the aircraft to climb. Any yaw of the aircraft as it enters the stall regime can result in autorotation, which is also sometimes referred to as a 'spin'. Because air no longer flows smoothly over the wings during a stall, aileron control of roll becomes less effective, whilst simultaneously the tendency for the ailerons to generate adverse yaw increases. This increases the lift from the advancing wing and accentuates the probability of the aircraft to enter into a spin. Depending on the aircraft's design, a stall can expose extremely adverse properties of balance and control, in particular in a prototype. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Stall (fluid mechanics)」の詳細全文を読む スポンサード リンク
|