The Windward Turn Theory
Same two questions that Flight Detent refused to answer:
100 kt airplane, 50 knot wind out of the east. Airplane flies east into wind with 50 knot groundspeed, then turns 180 degrees and flies west with a 150 knot groundspeed.
What is the velocity change from upwind to downwind.
Same airplane, no wind. Flies East at 100 kt, turns 180 degrees flies west at 100 knots
What is the velocity change from eastbound to westbound?
100 kt airplane, 50 knot wind out of the east. Airplane flies east into wind with 50 knot groundspeed, then turns 180 degrees and flies west with a 150 knot groundspeed.
What is the velocity change from upwind to downwind.
Same airplane, no wind. Flies East at 100 kt, turns 180 degrees flies west at 100 knots
What is the velocity change from eastbound to westbound?
On a site inhabited by professional airmen (airpersons?) this is still going after 5 pages?
Last edited by Fitter2; 13th Jul 2018 at 08:39. Reason: Dyslexic keyboard.
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Velocity can be measured relative to whatever frame of reference you chose. Flight dynamisists are used to working with “body axis” or “earth axis” references.
So the answer is that the air speeds (velocities relative to the bulk air mass) are constant while the ground speeds ( velocities relative to the earth) are not. Kinetic energy is relative to an inertial frame of reference and the V in 0.5*m*V^2 is velocity relative to the earth so the aircraft is being accelerated by the air mass that is moving relative to the ground.
So the answer is that the air speeds (velocities relative to the bulk air mass) are constant while the ground speeds ( velocities relative to the earth) are not. Kinetic energy is relative to an inertial frame of reference and the V in 0.5*m*V^2 is velocity relative to the earth so the aircraft is being accelerated by the air mass that is moving relative to the ground.
As long as you enter the loop with whatever indicated airspeed your glider requires for a loop, you’ll be just fine. You’re surely not suggesting otherwise?
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Velocity can be measured relative to whatever frame of reference you chose. Flight dynamisists are used to working with “body axis” or “earth axis” references.
So the answer is that the air speeds (velocities relative to the bulk air mass) are constant while the ground speeds ( velocities relative to the earth) are not.
So the answer is that the air speeds (velocities relative to the bulk air mass) are constant while the ground speeds ( velocities relative to the earth) are not.
Correct.
Kinetic energy is relative to an inertial frame of reference and the V in 0.5*m*V^2 is velocity relative to the earth so the aircraft is being accelerated by the air mass that is moving relative to the ground.
If the air mass is moving uniformly across the surface of the earth - then there is no acceleration.
Why choose the surface of the earth as your frame? It is moving East at about 800 kph at my latitude, not to mention the 110,000 kph velocity of the earth around the sun.
If you do the calculations correctly for any frame of reference, the answer is the same, and the easiest one to use for an aircraft in flight is the air mass it is flying in. There are effects of gusts and wind shear, but these are irrelevant to this thread.
Incidentally, I have looped a glider both into and down a strong wind to demonstrate to a confused pupil that there was no difference. Same entry airspeed, same 'G' pull, same airspeed over the top. (Drifting downwind while doing it and getting back to the airfield was a different challenge).
If you do the calculations correctly for any frame of reference, the answer is the same, and the easiest one to use for an aircraft in flight is the air mass it is flying in. There are effects of gusts and wind shear, but these are irrelevant to this thread.
Incidentally, I have looped a glider both into and down a strong wind to demonstrate to a confused pupil that there was no difference. Same entry airspeed, same 'G' pull, same airspeed over the top. (Drifting downwind while doing it and getting back to the airfield was a different challenge).
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Why choose the surface of the earth as your frame? It is moving East at about 800 kph at my latitude, not to mention the 110,000 kph velocity of the earth around the sun.
https://starchild.gsfc.nasa.gov/docs...uestion18.html
Thank goodness relativity made looping a glider and turning down wind so simple that we only have to consider IAS. Phew!
Last edited by Goldenrivett; 13th Jul 2018 at 11:36. Reason: typo
Jonkster,
I'm not trying to argue for or against any myths or theories, just trying to get the basic physics straight.
An aircraft going downwind at 120kts airspeed, into a 60 kt headwind with 180 kts groundspeed tailwind has a lot more kinetic energy and inertia than one going at 120 kts airspeed into a 60 kt headwind with only 60 kts groundspeed. Compare the braking distances if you try and land off those conditions. The question is so what? When turning downwind that extra kinetic energy has to come from somewhere and over the course of a downwind turn the aerodynamic forces provide that acceleration without drama.
However, someone above suggested trying a loop in a glider into a strong headwind starting with zero knots groundspeed. Try that and let us know how you get on?
I'm not trying to argue for or against any myths or theories, just trying to get the basic physics straight.
An aircraft going downwind at 120kts airspeed, into a 60 kt headwind with 180 kts groundspeed tailwind has a lot more kinetic energy and inertia than one going at 120 kts airspeed into a 60 kt headwind with only 60 kts groundspeed. Compare the braking distances if you try and land off those conditions. The question is so what? When turning downwind that extra kinetic energy has to come from somewhere and over the course of a downwind turn the aerodynamic forces provide that acceleration without drama.
However, someone above suggested trying a loop in a glider into a strong headwind starting with zero knots groundspeed. Try that and let us know how you get on?
As for the loop in a glider I would happily do a loop in a glider with 0 knots groundspeed providing my entry airspeed was correct and it was a steady flow airstream.
I am a bit cautious of entering such august company, being only a former hang glider pilot. But two things:
1 In a constantly moving air mass my experience was that a turn in any direction felt pretty much the same regardless of windspeed. But a top of the hill landing in a 20kt wind meant a scary downwind 40kt over the ground at 200 feet - knowing I had to land on my feet. But when I turned into wind and landed my groundspeed would be zero and would feel like stepping off a curb. The feeling of acceleration was however just the same as in a nil wind landing.
2 When you are within ten or twenty feet of the ground the wind tends to reduce sharply as you descend. Birds can do clever things utilising the wind gradient. Hang glider pilots not so much. Get down to 20 feet with a tail wind and it is impossible to turn. Bank (say) left, and the left wing being close to the ground is seeing less of a tailwind relative to the right wing - which translates to more of a headwind when you factor in the movement of the glider. It experiences more lift than the right wing, you can't sustain the bank and are committed to landing downwind. If it is on heather you may well not be hurt, but if there is a Derbyshire stone wall in front of you then...
1 In a constantly moving air mass my experience was that a turn in any direction felt pretty much the same regardless of windspeed. But a top of the hill landing in a 20kt wind meant a scary downwind 40kt over the ground at 200 feet - knowing I had to land on my feet. But when I turned into wind and landed my groundspeed would be zero and would feel like stepping off a curb. The feeling of acceleration was however just the same as in a nil wind landing.
2 When you are within ten or twenty feet of the ground the wind tends to reduce sharply as you descend. Birds can do clever things utilising the wind gradient. Hang glider pilots not so much. Get down to 20 feet with a tail wind and it is impossible to turn. Bank (say) left, and the left wing being close to the ground is seeing less of a tailwind relative to the right wing - which translates to more of a headwind when you factor in the movement of the glider. It experiences more lift than the right wing, you can't sustain the bank and are committed to landing downwind. If it is on heather you may well not be hurt, but if there is a Derbyshire stone wall in front of you then...
I am a bit cautious of entering such august company, being only a former hang glider pilot. But two things:
1 In a constantly moving air mass my experience was that a turn in any direction felt pretty much the same regardless of windspeed. But a top of the hill landing in a 20kt wind meant a scary downwind 40kt over the ground at 200 feet - knowing I had to land on my feet. But when I turned into wind and landed my groundspeed would be zero and would feel like stepping off a curb. The feeling of acceleration was however just the same as in a nil wind landing.
2 When you are within ten or twenty feet of the ground the wind tends to reduce sharply as you descend. Birds can do clever things utilising the wind gradient. Hang glider pilots not so much. Get down to 20 feet with a tail wind and it is impossible to turn. Bank (say) left, and the left wing being close to the ground is seeing less of a tailwind relative to the right wing - which translates to more of a headwind when you factor in the movement of the glider. It experiences more lift than the right wing, you can't sustain the bank and are committed to landing downwind. If it is on heather you may well not be hurt, but if there is a Derbyshire stone wall in front of you then...
1 In a constantly moving air mass my experience was that a turn in any direction felt pretty much the same regardless of windspeed. But a top of the hill landing in a 20kt wind meant a scary downwind 40kt over the ground at 200 feet - knowing I had to land on my feet. But when I turned into wind and landed my groundspeed would be zero and would feel like stepping off a curb. The feeling of acceleration was however just the same as in a nil wind landing.
2 When you are within ten or twenty feet of the ground the wind tends to reduce sharply as you descend. Birds can do clever things utilising the wind gradient. Hang glider pilots not so much. Get down to 20 feet with a tail wind and it is impossible to turn. Bank (say) left, and the left wing being close to the ground is seeing less of a tailwind relative to the right wing - which translates to more of a headwind when you factor in the movement of the glider. It experiences more lift than the right wing, you can't sustain the bank and are committed to landing downwind. If it is on heather you may well not be hurt, but if there is a Derbyshire stone wall in front of you then...
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So the answer is that the air speeds (velocities relative to the bulk air mass) are constant while the ground speeds ( velocities relative to the earth) are not. Kinetic energy is relative to an inertial frame of reference and the V in 0.5*m*V^2 is velocity relative to the earth so the aircraft is being accelerated by the air mass that is moving relative to the ground.
This warrants a specific comment. This is true, as far as it goes, but from your statement it appears that you don't understand what an "inertial frame of reference" is. An inertial frame of reference is quite simply, an unaccelerated frame of reference, a frame of reference which isn't changing velocity. In this scenario, both the ground and the uniform air mass moving at a constant velocity over the ground are inertial frames of reference.
Some points to ponder:
What is acceleration? (the physics definition, not the non-technical "going faster" meaning.)
Is turning flight accelerated flight or is it unaccelerated flight?
If I'm walking down the side of the road, I can calculate my kinetic energy relative to the ground surface, or relative to the truck that's coming the other way. It's only the first that matters . . . unless I step in front of the truck.
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and if you *do* step in front of the truck your change in kinetic energy in the frame of reference of the ground will be identical to your change in kinetic energy relative to the frame of reference of the truck.
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and if you *do* step in front of the truck your change in kinetic energy in the frame of reference of the ground will be identical to your change in kinetic energy relative to the frame of reference of the truck.
Say you are walking towards the truck at 5 Km/Hr relative to the ground then stop. Your change in KE relative to the ground is 0.5*m*V^2 say 25 units.
Relative to the frame of reference of the truck moving uniformly at say 50 Km/Hr over the ground towards you, it observed you had a relative velocity of 55 Km/Hr initially, then 50 Km/Hr after you had stopped walking towards the truck.
Change in KE according to the truck’s frame of reference = (55*55) - (50*50) = 3025 - 2500 = 525 units.
Last edited by Goldenrivett; 14th Jul 2018 at 14:17. Reason: typo
Any individual body (thing) has an “infinite” number of different values of kinetic energy and gravitational potential energy, assuming that there are an “infinite” number of other bodies in the universe.
I am sitting at rest at a fixed table. My k.e. with respect to the table and the earth is zero. My g.p.e with respect to the chair-seat is zero.
The earth is moving towards a “stationary” planet at a speed of 20km per second, several parsecs distant. My k.e. with respect to the planet is enormous. My g.p.e with respect to the planet is also huge, as I would have the opportunity to accelerate to a very high speed before I hit it, should I be unlucky enough to fall towards it, without any other outside influence acting on me.
It’s helpful to ignore all these other possible frames of reference when discussing movement within a parcel of air.
Of course, the real atmosphere is untidy and non-uniform, especially close to the ground. Accelerations and turbulence take place, but we must try to keep a clear mind.
I am sitting at rest at a fixed table. My k.e. with respect to the table and the earth is zero. My g.p.e with respect to the chair-seat is zero.
The earth is moving towards a “stationary” planet at a speed of 20km per second, several parsecs distant. My k.e. with respect to the planet is enormous. My g.p.e with respect to the planet is also huge, as I would have the opportunity to accelerate to a very high speed before I hit it, should I be unlucky enough to fall towards it, without any other outside influence acting on me.
It’s helpful to ignore all these other possible frames of reference when discussing movement within a parcel of air.
Of course, the real atmosphere is untidy and non-uniform, especially close to the ground. Accelerations and turbulence take place, but we must try to keep a clear mind.
Goldenrivett -- you're too kind. In the scenario I was thinking of, the tape ends when my velocity equals that of the truck (which is probably a millisecond after the point where I'll wake up from a nightmare tonight . . .). So I think A Squared is right (assuming that my fateful step doesn't change my velocity parallel to the road, and ignoring the slight change in the velocity of the truck).
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But will it?
Say you are walking towards the truck at 5 Km/Hr relative to the ground then stop. Your change in KE relative to the ground is 0.5*m*V^2 say 25 units.
Relative to the frame of reference of the truck moving uniformly at say 50 Km/Hr over the ground towards you, it observed you had a relative velocity of 55 Km/Hr initially, then 50 Km/Hr after you had stopped walking towards the truck.
Change in KE according to the truck’s frame of reference = (55*55) - (50*50) = 3025 - 2500 = 525 units.
Say you are walking towards the truck at 5 Km/Hr relative to the ground then stop. Your change in KE relative to the ground is 0.5*m*V^2 say 25 units.
Relative to the frame of reference of the truck moving uniformly at say 50 Km/Hr over the ground towards you, it observed you had a relative velocity of 55 Km/Hr initially, then 50 Km/Hr after you had stopped walking towards the truck.
Change in KE according to the truck’s frame of reference = (55*55) - (50*50) = 3025 - 2500 = 525 units.
So, if the change in velocity is identical, then the change in kinetic energy must be identical.
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This is true in the real world, but the downwind turn myth holds that even in a non-turbulent uniform air mass, you will lose more airspeed in a turn to downwind than you will performing the same rate turn in calm air. So, the abstraction of a uniform airmass moving relative to the ground with no relative movement or air within the parcel is correct to address the fallacy. wind gradients, shear and vertical movement only serve to muddy the waters.
This is true in the real world, but the downwind turn myth holds that even in a non-turbulent uniform air mass, you will lose more airspeed in a turn to downwind than you will performing the same rate turn in calm air. So, the abstraction of a uniform airmass moving relative to the ground with no relative movement or air within the parcel is correct to address the fallacy. wind gradients, shear and vertical movement only serve to muddy the waters.
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1/ The downwind turn fallacy should have become extinct with the advent of GPS showing groundspeed. Easily compare actual airspeed with actual groundspeed. Actual numbers are hard to dispute, even for a Flat Earther.
2/ Our bird theorist needs to get in an aeroplane and fly in ground effect, over varying surfaces, including swells.
That is, if a dreaded downwind turn doesn't get the better of him first....
2/ Our bird theorist needs to get in an aeroplane and fly in ground effect, over varying surfaces, including swells.
That is, if a dreaded downwind turn doesn't get the better of him first....