Scudrunners

let the nose drop

Nobody ever does "straight and level flight"
exercise #6 any more, which is ironic in
the extreme, considering that's all they will
ever do in their careers.

See the FTM, page 2 of that chapter:
"Effect of Power" and "Trim".

An aircraft is trimmed for a particular
airspeed, regardless of power setting.

Add power, the nose goes up.

Reduce power, the nose goes down.

There is no need for significant negative G
after a power reduction, to allow the nose
to drop.

I don't think I have ever heard anything other than "pitch for best glide".

Pity.  I don't pitch for anything.  When the
engine fails, I give it a couple shots of nose
up trim and let the nose drop.  Again, no
significant negative G required.

This is true in spades of the EFATO turnback.

Let the nose drop (you're already trimmed
for takeoff speed) roll in 60 degrees of bank
and around you go.  As long as you don't
haul back during the descending steep turn
like a civilian, life is good.  Let it descend.

Sorry, 59.9 degrees of bank.  Rui from Winnipeg
is undoubtably reading this and forwarding it
to Enforcement.  He's just that kind of tattletale
loser - and not even a pilot.

A message I would really like to get out there:

At slow speeds, SOFT HANDS on the stick.

Any expert pilot like Chuck will know that
intuitively, but from a theoretical standpoint:

- ailerons and elevator trailing is good
- adverse yaw (ailerons) is bad at slow speed
- G loading (elevator) is bad at slow speed

The relationship between speed and G is
crucial and misunderstood.  From the lift
equation:

Vs(G) = Vs(1G) x sqrt(G)

This means that at slow speed, we must
avoid loading the wing, and asking it to
produce lift.  It is far too easy to zip right
past Clmax and stall and create all that drag.

At slow speeds, SOFT HANDS on the stick.

We can happily fly below Vs if we keep the
G light.  This needs to be understood.  I
was doing that in the L29 Viper, coming
out of the top of vertical rolls.  Gentle stick
back, let the nose fall through the inverted
at low AOA, not working the wing at all.
Completely ballistic.

But feel free to use the rudder (or differential
power) to stop yaw.

In trail means that you aren't working
the flight controls.  They are just hanging
there in the slipstream.