Quantcast Figure 1-9 Causes of Autorotation

 

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CHAPTER ONE
T-34C OUT-OF-CONTROL FLIGHT
Figure 1-9 Causes of Autorotation
As the AOA increases in normal flight, both lift and drag increase; but as the aircraft stalls, lift
drops sharply while drag continues to rise. During the initiation of the spin, as rudder is applied
at the stall in the direction of desired spin, the yawing motion increases the speed of the outside
wing. The increase in local airflow shallows the relative airflow vector, which in turn, creates a
reduction of AOA, an increase in lift, and reduction of drag. These forces result in a rolling
motion in the direction of initial yaw input. The inside wing experiences a corresponding
reduction in airspeed and lift, an increase in AOA and drag, which adds to the rolling motion.
Although the outside wing is still in a stalled condition, it is less stalled than the inside wing
(Figure 1-9). Because of the greater lift on the outside wing, the aircraft will roll in the direction
of rudder deflection and will generally go slightly inverted or make a barrel roll type maneuver
during the spin entry. In Figure 1-9, the inside or downgoing wing has a greater AOA, less lift,
and more drag than the outside wing. Figure 1-10 shows how the slightly greater and more
forward tilt of the resultant lift-drag vector of the outside wing drives that wing forward and up
in a self-sustaining rolling and yawing motion known as autorotation. Therefore, the T-34C spin
is described as a nose-low autorotation. In the OCF syllabus, the control release spin is
performed to demonstrate this phenomenon.
Figure 1-10 Self-Sustaining Autorotation
INTRODUCTIONS AND SPINS 1-7


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