Scudrunners

I'd love to fly a dash 8.  It would be a hell of a lot of fun!

I was sure that he was going to spin it it during the steep turn with the stall warning going off. Then a nice landing and I thought everything would be OK. Then the flip. The field doesn't look all that bad although a bit soft. I think from a surface point of view it looked bad at first with the furrows running across the landing path but where he flipped looked fairly smooth. Looked like there were other fields around but difficult to tell if they were decent.

[quote author=JW Scud link=topic=5134.msg13200#msg13200 date=1482135110]
I was sure that he was going to spin it it during the steep turn with the stall warning going off.[/quote]
From the horn going on and off, I'd think he was just tickling the AoA that trips the warning.  It's been a while but I think if everything is rigged correctly you should get a stall horn, then a buffet, then a stall, all of which are spaced a couple knots apart.  In any case (and someone can correct me on this) you'll get your tightest turn on the edge of the stall.

Yup.  As long as he knows what he's doing, it's ok.

Fun fact:  with the stall warning indicator on the
left wing of a Cessna, in a co-ordinated descending
right turn, the right wing will be at a greater AOA
than the left wing, which has the stall warning going.

[quote author=Colonel Sanders link=topic=5134.msg13171#msg13171 date=1481987936]
I'd love to fly a dash 8.  It would be a hell of a lot of fun!
[/quote]


The galley, the Lav and 7 hrs of endurance make it a gentlemanly airplane to fly.  However, I suspect the Pitts is more fun. :)

I wouldn't count on the artificial stall warning as a reference. I am still convinced that the closest I came to killing myself was during a low altitude buzz job during skydive ops many years ago. It was a regular thing to do. In this case, I was in a tight turn and climbing after the flyby when there was a slight sound from the stall warning and I eased off the control column. But basically, the stall warning didn't work.

I actually did unintentionally stall an aircraft twice during those ops when the jumpers were getting out onto the step where drag increases significantly. In neither case was there any horn going off yet there was a full stall.

There's nothing wrong with flying along at Clmax as
long as you know you're there, and you do it with
considerable skill, which generally results from a lot
of hand flying.

This does not exactly describe many of today's button
pushing pilots, like Rockie, who say that fundamental
pilot skills are unimportant.

A really humbling experience for me was flying inside/
outside loops with my Dad.  TC hates his guts, but oh
well.  Anyways, old Dad would do the negative G - what
a machine - and I would do the positive G.

While I was doing the positive G in line abreast formation,
my stall warning would be going continuously when we
were pulling G in the 4th quarter of the loop.

Think about that for a moment.  Even though the wing
is symmetrical, the airframe certainly is not.  The landing
gear under negative G spoils the lift of the bottom of the
bottom wing, and more negative AOA is required to produce
the same lift at any airspeed.

The bottom line is that he was at a greater AOA than I was
and I had the stall warning on continuously. 

But despite the silly nonsense from the big bellies at TC,
he was an awesome stick, and could predictably do it,
every time.  Came from many decades of practice. 

Note that turbulence can really fuck you up, at Clmax.

Just once, I would like to see one - just one - of the
arrogant big bellies at TC, overhead the runway at circuit
altitude, push forward with the stick and fly a downward
half outside loop, to exit inverted at the surface over the
runway.

Just once.