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flyaf05's Achievements


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  1. I appreciate all the thoughts but I'm still not sold...I want to understand why the prop at 10,000ft requires less force (i.e. lower IAS) to generate -6,000pds of torque in order to decouple vs. a higher force at 1,000ft. That doesn't make sense to me because there are less air molecules turning the prop towards -6,000pds the higher you go. Wouldn't a consistent force (i.e. IAS) instead of the speed through an airmass (i.e. TAS) be more relevant? Also I'd agree that the prop knows density altitude, but what density altitude tells us is that the higher the density altitude the more TAS is required to achieve the same amount of power/lift...aka the prop is less effective. We fly off IAS because stall speeds directly correlate to IAS not TAS which is corrected for density altitude. Keep the ideas coming...I really want to get a handle on this.
  2. Question for all the smart herk drivers out there...can anyone explain why the -1 uses TAS vs IAS when we talk decoupling? I haven't been able to find anyone who can explain the reasoning behind using TAS. The book says 150TAS will result in a decouple. Assuming standard day/standard lapse rate 150TAS would give you around 147IAS at 1,000ft and 125IAS at 10,000ft...is the force at 10,000ft and 125IAS enough to force a decouple being that there is less air molecules available to cause the -6000pds negative torque required to decouple the prop? Wouldn't IAS be a better measure of force against the prop then TAS since TAS is only "the speed of the aircraft relative to the airmass in which it is flying." Any help would be greatly appreciated!
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