We also fail to mention wing loading and air conditions. A 15 oz/ft^2 plane flying in hot, humid, still air (summer morning in Muncie?) is much more likely to stall than a 12oz/ft^2 plane on a cool windy afternoon.
Reynolds number includes viscous properties of the media, if I understand correctly, but we somehow keep assuming that air never changes.
Reynolds number is proportional to air density / viscosity. As temperature goes up, density goes down and viscosity goes up, hence Reynolds number goes down. Lift capability varies more with density than with Reynolds number. I found this chart showing how temperature affects various things at Muncie's elevation compared to their values at a sea level standard day (59F, pressure 29.92 in Hg, density .002377 slugs / cubic ft.).
Definitions:
SLSD is sea level standard day.
Sigma is the ratio of air density / SLSD density.
Re / Re0 is Reynolds number / SLSD Reynolds number for a given true airspeed and wing chord.
0018 is NACA 0018 airfoil
Cl is lift coefficient, useful for comparing airfoils and airplanes. It's nondimensionalized lift, lift / (dynamic pressure * wing area)
Dynamic pressure is air density * true airspeed
2Details:
Impact data are for the Impact mean aerodynamic chord with flaps 20 or 30 degrees (I forget which) from Javafoil.
NACA 0018 data are from NACA TR 586, which was such an influence on me as a kid.
Humidity doesn't have much of an effect. I forgot what I assumed for humidity. You can see its effect and other cool stuff at
https://wahiduddin.net/calc/calc_da_rh.htm .
Moral:
Reynolds number changes a lot with temperature.
Maximum Cl doesn't change much with temperature, hence with Reynolds number over the speed range stunt planes fly.
Lift capability changes with air density. Minimum loop size in inversely proportional to density.