wsherif1
27th Jun 2005, 00:00
Flight training subjects,
INERTIA. Aeronautical engineers and Ph.ds invited to attend as they seem to have forgotten this class.
The two zero aircraft weight transitions during takeoff and landing.
Present prescribed landing procedure precludes utilizing the zero aircraft weight landing technique. Some have called their landing a "Greaser". Evidently they heard a sound at touchdown. In the zero weight landing technique a landing gear scissor switch is required to "announce" ground contact. In emergency landings or ditchings it is imperative to utilize this technique!
Northwest retired Captain Paul Soderlind (Eight awards for his contributions to flight safety and he also developed the airspeed bug system.) says, in his Flight Safety Bulletin # 3-65, "Though it seems a rediculous oversimlification and really not necessary to state, to fly safely in turbulence you must keep the airplane level."
Industry instructions, "If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a bank angle that starts the nose down should work. Bank angles of about 45 degrees up to a maximum of 60 degrees could be needed.!!! At high altitudes, following these instructions you instantly accelerate at the rate of G, DOWN!!! Rember when you were the high guy on the see-saw and your friend jumped off the low end, that was the acceleration of G! Follow Paul's advice stay level! You really need that lift, or you turn your airplane into a very large Boulder!
An aircraft will pitch-up in a strong updraft!!! The vertical component of the relative wind increases the liuft and moves the center of lift forward on the swept wing and pulls the nose up.
Personal experience in a Boeing 707. Mechanical motion with little or no change in G force, or zoom in altitude! Aircraft continued on its projected flight path. With small increase in G force there was little loss of kinetic energy and no imminent stall threat. With a visual horizon, we lowered the nose and continued on course.
INERTIA. Aeronautical engineers and Ph.ds invited to attend as they seem to have forgotten this class.
The two zero aircraft weight transitions during takeoff and landing.
Present prescribed landing procedure precludes utilizing the zero aircraft weight landing technique. Some have called their landing a "Greaser". Evidently they heard a sound at touchdown. In the zero weight landing technique a landing gear scissor switch is required to "announce" ground contact. In emergency landings or ditchings it is imperative to utilize this technique!
Northwest retired Captain Paul Soderlind (Eight awards for his contributions to flight safety and he also developed the airspeed bug system.) says, in his Flight Safety Bulletin # 3-65, "Though it seems a rediculous oversimlification and really not necessary to state, to fly safely in turbulence you must keep the airplane level."
Industry instructions, "If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a bank angle that starts the nose down should work. Bank angles of about 45 degrees up to a maximum of 60 degrees could be needed.!!! At high altitudes, following these instructions you instantly accelerate at the rate of G, DOWN!!! Rember when you were the high guy on the see-saw and your friend jumped off the low end, that was the acceleration of G! Follow Paul's advice stay level! You really need that lift, or you turn your airplane into a very large Boulder!
An aircraft will pitch-up in a strong updraft!!! The vertical component of the relative wind increases the liuft and moves the center of lift forward on the swept wing and pulls the nose up.
Personal experience in a Boeing 707. Mechanical motion with little or no change in G force, or zoom in altitude! Aircraft continued on its projected flight path. With small increase in G force there was little loss of kinetic energy and no imminent stall threat. With a visual horizon, we lowered the nose and continued on course.