Great thread.
Only learning for PPL, but never heard of R+B before reading this thread. Now I know what it is, and will be aware, if I ever hear 'initials', to look down to the 'finals' area of the RW to spot the incoming a/c. The safety value of this can't really be underestimated.
In the thread it was pointed out that the reason for RB's was to reduce the risk of planes being shot down in WW2. Very sensible, but was that not before fast jets came along?
I'm sure I remember one of those TV docs about WW2, where an ex Mustang pilot recalled how the ME262 (have I got the type right - 1st German jet fighter?) was a 'sitting duck' on long finals, so he popped quite a few.
Obviously the ME262 was too new, or experimental, to try RB's.
Whilst from this thread, I glean that there's a solid reason for fast jets (I include JP in that) to do RB for fuel save/noise abatement, I'm not convinced of similar reasons for powerful piston a/c. Maybe to get a formation down, certainly, but for a single a/c - why bother?
Just my little opinion, which, as a student pilot is mostly BS anyway
, but to reiterate, a very worthwhile thread if I'm on base/finals at a small, unfamiliar field and hear 'xxxx initials 30 secs'.
PS TJFC - like your explanations of how stall speed is increased in 'G' turns. Although some have pointed out that your wording may not be this or that, it certainly got through to me that as you pull more G (increase wing loading) then your stall IAS will increase.
Is it a reasonable analogy that, if we lived on planet Zog, and Zog had 3g as normal gravity, then we would (assuming similar atmosphere) need lots more IAS to get off the ground? If so, you're precis on stalls helped me a lot
As a student pilot, I appreciate input in a well explained manner - thanks.
