Ertro wrote:Another very simple question which almost nobody can answer thoroughly is why a small single or twin-engine propeller airplane which experiences an engine failure just after taking off into headwind is prone to stalling immediately after it has first stabilized its airspeed going forward and then tries to turn 180degrees back to the airfield into a direction where it has tailwind.
I have seen this question raise violent discussions on many discussion forums where each participient can be expected to hold some kind of pilots certificate but pretty much nobody can explain this problem completely and more worriyngly almost half pilot license holders seem believe all kinds of absolute total BS related to this matter so that as end result nobody agrees with nobody else what is really going on.
Whether there is a problem being prone to stalling is not the question. Pretty much everybody agrees that this is something that can easily happen but exactly WHY it happens is the question.
Have you ever been on a commercial flight and right after the pilot starts a right or left turn, you begin to feel heavier as if you were on a roller coaster for a few seconds? That force is what we engineers call “Gs” as in gravity, it happens because when an airplane is flying level it is using all the lift produced by the wings, fuselage etc to maintain flight. Now when you start to turn, part of that lift is being used to turn so the airplane starts losing altitude and the pilot has to compensate by raising the nose/increasing the angle if attack which makes you feel like you are in a roller coaster.
Short answer: think of it (lift) as available energy. It can only be “increased” by raising the nose of the airplane and flying faster via increased engine thrust. Turning requires the airplane to use the available energy to turn and to maintain flight thus without engine thrust it won’t be able to fly at or above the minimum speed and will stall once it runs out of the minimum energy required to stay airborne (stall speed).