[quote]'low airspeed' maybe sudden at topgate[/quote]
No.
Aircraft spin out of loops because of inadequate
energy, both at entry and inverted at the top.
[quote]cutting into the different air during the loop[/quote]
I have experienced that. It is exceedingly rare
and at best a second- or third-order contributor.
It's really simple, ok? Have a boatload of airspeed
when you enter the loop. It's that fucking simple.
It's crazy to try to blame these obvious accidents
on UFO's or windshear or Elvis or coriolis force.
If you don't have a boatload of fucking airspeed
before the entry to a vertical maneuver, do a
wingover to gain energy, even if it pisses off
some ignorant fuckhead TC Inspector on a power
trip, because [b]dying is always worse than having
your pilot's licence suspended for a few days[/b].
I will say that again: [b]dying is always worse
than a license suspension[/b] from a fuckhead
like Arlo who might not like how you fly
surface acro.
I know that I am in the minority - you guys
can kiss TC's ass - but's that's the way I
see it.
Marcus Paine
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
[quote]between the (inverted) top gate and the vertical (downline), is there ways outside of a mechanical that are likely to botch this up?[/quote]
Not sure what mechanical has to do with this.
99% of the time, it's pilot error.
It is not hard to let the nose drop, from inverted
level to vertical downline, even if the prop falls off.
The heavy part of the airplane finds the center of
the earth, every time.
I might suggest full power for minimum altitude
loss, even if TC says that's wrong. TC has no
clue.
[quote]when has anyone - especially a pilot - responded positively when they were told they need to shine up?[/quote]
Indeed. All pilots believe that they are above
average - which is clearly a statistical impossibility -
and airshow pilots are not known for their modesty.
Not sure what mechanical has to do with this.
99% of the time, it's pilot error.
It is not hard to let the nose drop, from inverted
level to vertical downline, even if the prop falls off.
The heavy part of the airplane finds the center of
the earth, every time.
I might suggest full power for minimum altitude
loss, even if TC says that's wrong. TC has no
clue.
[quote]when has anyone - especially a pilot - responded positively when they were told they need to shine up?[/quote]
Indeed. All pilots believe that they are above
average - which is clearly a statistical impossibility -
and airshow pilots are not known for their modesty.
-
Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
Pilots are so funny.
They will tell you that their main problem with
night VFR, over water flight and surface acro is
mechanical.
What nonsense. The airplane has no eyeballs,
it does not get scared at night, over water, or
down low.
99% of the time, it is pilot error that is the cause
of accidents in challenging situations. Yet pilots
are completely, totally unaware of this, and continue
to yammer about the dangers of night VFR on one
engine.
Talk to JFK, jr. He tried to fly single engine night
VFR, and he and his pax are dead now. Mechanical?
Of course not. Pilot error? You bet.
Flying with a newbie, we enter cloud and all of a
sudden, he is convinced that his gyros chose that
exact moment to fail - he's hit by vertigo.
No, your gyros are fine. It's you that's the problem.
They will tell you that their main problem with
night VFR, over water flight and surface acro is
mechanical.
What nonsense. The airplane has no eyeballs,
it does not get scared at night, over water, or
down low.
99% of the time, it is pilot error that is the cause
of accidents in challenging situations. Yet pilots
are completely, totally unaware of this, and continue
to yammer about the dangers of night VFR on one
engine.
Talk to JFK, jr. He tried to fly single engine night
VFR, and he and his pax are dead now. Mechanical?
Of course not. Pilot error? You bet.
Flying with a newbie, we enter cloud and all of a
sudden, he is convinced that his gyros chose that
exact moment to fail - he's hit by vertigo.
No, your gyros are fine. It's you that's the problem.
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David MacRay
- Posts: 1259
- Joined: Wed Jun 03, 2015 3:00 pm
But this video I did not watch says JFK Jr. Was assassinated.
I presume it details how someone put two women in the plane to ask questions, while he tried to fly though some clouds.
I presume it details how someone put two women in the plane to ask questions, while he tried to fly though some clouds.
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mmm...bacon
- Posts: 59
- Joined: Thu May 21, 2015 2:19 am
[Afraid of getting flamed]
[font=Verdana][quote]I might suggest full power for minimum altitude loss, even if TC says that's wrong. TC has noclue.
[/quote]
Why is this? More air over the control surfaces? aircraft pitch up when power is applied?[/font]
[font=Verdana][quote]I might suggest full power for minimum altitude loss, even if TC says that's wrong. TC has noclue.
[/quote]
Why is this? More air over the control surfaces? aircraft pitch up when power is applied?[/font]
-
Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
[quote][quote]I might suggest full power for minimum altitude loss[/quote]
Why is this?[/quote]
Simple. The entire time the aircraft is flying from
inverted level (top of loop) to upright level (exit)
it is falling at 32 ft/sec/sec, just as if you had
dropped the keys out of the aircraft.
The faster you fly the second half of the inside
loop, the less time you have to fall and the higher
you are at the exit.
Every experienced aerobatic pilot knows this
from experience, even if the exact theoretical
explanation might elude them.
The optimal flight condition for this is actually the
top left corner of the Vg diagram: Clmax at max
structural G. You're pulling lots of G, producing
lots of lift but also enormous of drag. To oppose
that drag and maintain speed, you need full throttle.
Ask any fuckface TC Inspector to explain that to you.
Then ask them when I get my iphone and laptop
back, that they stole.
Why is this?[/quote]
Simple. The entire time the aircraft is flying from
inverted level (top of loop) to upright level (exit)
it is falling at 32 ft/sec/sec, just as if you had
dropped the keys out of the aircraft.
The faster you fly the second half of the inside
loop, the less time you have to fall and the higher
you are at the exit.
Every experienced aerobatic pilot knows this
from experience, even if the exact theoretical
explanation might elude them.
The optimal flight condition for this is actually the
top left corner of the Vg diagram: Clmax at max
structural G. You're pulling lots of G, producing
lots of lift but also enormous of drag. To oppose
that drag and maintain speed, you need full throttle.
Ask any fuckface TC Inspector to explain that to you.
Then ask them when I get my iphone and laptop
back, that they stole.