rbp Posted May 3, 2022 Report Posted May 3, 2022 Fair point. Although lowering the nose lowers the AOA (does your 900kt plane have a stick shaker/pusher?) and adding power only works on the front side of the power curve. I have a lot of glider time which probably accounts for my technique of lowering the nose in a slip. Quote
PT20J Posted May 3, 2022 Report Posted May 3, 2022 I don’t think of it so much as lowering the nose, as unloading ( reducing angle of attack and thus g load). There are benefits to unloading in many situations. You cannot stall, drag is reduced, the airplane becomes more stable, etc. I believe the naval aviators have a saying “unload for knots” when they need to accelerate. 1 Quote
Ragsf15e Posted May 3, 2022 Report Posted May 3, 2022 2 hours ago, rbp said: Fair point. Although lowering the nose lowers the AOA (does your 900kt plane have a stick shaker/pusher?) and adding power only works on the front side of the power curve. I have a lot of glider time which probably accounts for my technique of lowering the nose in a slip. I agree about the front side of the power curve, and the aoa being the key. However lowering the nose doesn’t change your aoa except while you’re lowering it. In a stable final (steady airspeed/g) the aoa is basically the same no matter where the nose is pointing. If you actively unload, sure you’ll lower the aoa for that time you’re pushing, but as soon as you stabilize, aoa and airspeed become close enough to work as indicators for each other. 2 Quote
Scott Dennstaedt, PhD Posted May 3, 2022 Report Posted May 3, 2022 On 5/1/2022 at 9:42 PM, carusoam said: Might want to invite @Scott Dennstaedt, PhD Scott know a thing or two about weather and flying… Not sure what might be going on without doing a lot of digging, but it does smell a lot like gravity waves. 1 1 Quote
Ragsf15e Posted May 3, 2022 Report Posted May 3, 2022 2 hours ago, rbp said: Fair point. Although lowering the nose lowers the AOA (does your 900kt plane have a stick shaker/pusher?) and adding power only works on the front side of the power curve. I have a lot of glider time which probably accounts for my technique of lowering the nose in a slip. No pusher, no shaker. Did have AOA warning tone which is very helpful. Also it had robust enough gear that all of this was moot… just slam it down in a crab and it will be ok! 1 Quote
carusoam Posted May 3, 2022 Report Posted May 3, 2022 Rags, How many hours of transition training are typical for moving up to the 900kt plane…? Or is that just full time for a few months? Just wondering… -a- Quote
Ragsf15e Posted May 3, 2022 Report Posted May 3, 2022 15 minutes ago, carusoam said: Rags, How many hours of transition training are typical for moving up to the 900kt plane…? Or is that just full time for a few months? Just wondering… -a- Actually not many. After pilot training you have about 225 hours between the T-6 and T-38. If you go to F-35s or A-10s, your next flight is solo in that airplane with an IP in a chase airplane. In the other fighters there are 2 seaters (except f-22) and you get about 5 flights with an instructor before being sent off on your own. They aren’t hard to fly, but it takes another 6 months and 100 hours to figure out how to fly it relatively well and what to do with all the buttons. 1 Quote
PT20J Posted May 3, 2022 Report Posted May 3, 2022 1 hour ago, Ragsf15e said: I agree about the front side of the power curve, and the aoa being the key. However lowering the nose doesn’t change your aoa except while you’re lowering it. In a stable final (steady airspeed/g) the aoa is basically the same no matter where the nose is pointing. If you actively unload, sure you’ll lower the aoa for that time you’re pushing, but as soon as you stabilize, aoa and airspeed become close enough to work as indicators for each other. Good point about unloading being a transient condition -- I failed to mention that. 1 Quote
carusoam Posted May 3, 2022 Report Posted May 3, 2022 14 minutes ago, PT20J said: Good point about unloading being a transient condition -- I failed to mention that. I have heard this in training as well… Where they left off the transient part… The engineer part of the brain started asking questions… ”unload the wing, to lessen the chance of a stall…” How long can this transition last, Parts of a second? Where the turns can last 30 seconds to a minute… depending on bank and length of the turn… Lowering the nose while turning in the traffic pattern… is probably better at keeping a pilot from slowing below stall speed… than unweighting the wings… How deep of a bank do Mooney pilots use in the traffic pattern? PP thoughts only, not a CFI… Best regards, -a- Quote
Hank Posted May 3, 2022 Report Posted May 3, 2022 15 hours ago, carusoam said: How deep of a bank do Mooney pilots use in the traffic pattern? PP thoughts only, not a CFI… Best regards, -a- I generally limit myself to 20° banks in the pattern. Pushed downwindeg out from 1/2 mile to ~5/8 mile from the runway. Not disabling the PC helps me remember this--the further I turn the yoke, the harder it gets to move. 1 Quote
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