Throttle use on approach
Guest
Posts: n/a
Tor, we might have to agree to disagree.
In part I agree that one descends because thrust is less than drag. Thrust is less than drag, therefore IAS decreases, therefore lift decreases, therefore weight is greater than lift, therefore the aircraft descends.
Personally I trim for an attitude, not a speed.
------------------
ChickenTrainer, on PDL
In part I agree that one descends because thrust is less than drag. Thrust is less than drag, therefore IAS decreases, therefore lift decreases, therefore weight is greater than lift, therefore the aircraft descends.
Personally I trim for an attitude, not a speed.
------------------
ChickenTrainer, on PDL
Guest
Posts: n/a
AoA is the essence of aircraft control.
From the FAAs Flight Training Handbook (p. 263.);
In a very real sense the Angle of Attack is what flying airplanes is all about. By changing the AOA the pilot can control lift, airspeed and drag. Even the total load supported by the wing may be modified by variations in AOA, and when coordinated with power changes and auxiliary devices such as flaps, slots, slats etc., is the essence of airplane control.
Consider how one flies a glider. All glider control is done by AoA, which is controlled by pitch angle.
Read Stick and Rudder!
Comments?
Mitch
From the FAAs Flight Training Handbook (p. 263.);
In a very real sense the Angle of Attack is what flying airplanes is all about. By changing the AOA the pilot can control lift, airspeed and drag. Even the total load supported by the wing may be modified by variations in AOA, and when coordinated with power changes and auxiliary devices such as flaps, slots, slats etc., is the essence of airplane control.
Consider how one flies a glider. All glider control is done by AoA, which is controlled by pitch angle.
Read Stick and Rudder!
Comments?
Mitch
Guest
Posts: n/a
In the RAF UAS I was tought that pitch controls speed / power controls ROD on the d/wind to finals turn (oval circuit), then the opposite on finals! (eg point it at the threshold, keep the aimiming point stationary in the windscreen, and use power to control speed).
Then for my PPL / VFR at Oxford I did pitch controls speed all the time - it worked very well. However, leading up to and on the Seneca this was beaten out of us and told you MUST control speed with power.
The main advantage is that you can aim at the runway, keeping a stable, constant approach path, so important for an ILS.
Now I fly airliners, I can't imagine getting slow going into LHR, and dipping below the glideslope to pick up the speed, then increasing power to get back on the glide!
If you think about it, autopilots and flight director systems use thrust to control speed, and as we folow the FD, this is the way we do it when hand flying. The only time pitch controls speed is during a FIXED thrust manoeuvre (full thrust / idle thrust).
Then for my PPL / VFR at Oxford I did pitch controls speed all the time - it worked very well. However, leading up to and on the Seneca this was beaten out of us and told you MUST control speed with power.
The main advantage is that you can aim at the runway, keeping a stable, constant approach path, so important for an ILS.
Now I fly airliners, I can't imagine getting slow going into LHR, and dipping below the glideslope to pick up the speed, then increasing power to get back on the glide!
If you think about it, autopilots and flight director systems use thrust to control speed, and as we folow the FD, this is the way we do it when hand flying. The only time pitch controls speed is during a FIXED thrust manoeuvre (full thrust / idle thrust).
Guest
Posts: n/a
<font face="Verdana, Arial, Helvetica" size="2">Propellerhead
Now I fly airliners, I can't imagine getting slow going into LHR, and dipping below the glideslope to pick up the speed, then increasing power to get back on the glide!
</font>
Now I fly airliners, I can't imagine getting slow going into LHR, and dipping below the glideslope to pick up the speed, then increasing power to get back on the glide!
</font>
You could do it a little more coordinated
Guest
Posts: n/a
You must all be from 'blighty' to argue for so long over such an inane subject. All I can say is put the aircraft where you f***ing need to put it and stop thinking so intensly about it, lest you kill me.
Guys, monkeys can physically fly aeroplanes, it's the decision making we're paid for. Don't over stress a mute point!
Guys, monkeys can physically fly aeroplanes, it's the decision making we're paid for. Don't over stress a mute point!
Guest
Posts: n/a
Well, I'd like to know how many of the subscribers to Power controls Rate of Descent folk, open the throttle wide when they flare to land, so as to reduce their Rate of Descent?
Do tell!
------------------
bottums up !
[This message has been edited by Capt Claret (edited 09 May 2001).]
Do tell!
------------------
bottums up !
[This message has been edited by Capt Claret (edited 09 May 2001).]
Guest
Posts: n/a
Tor, lift is actually LESS than weight in a climb as most of the climb comes from the engines eg)thrust. As an extreme, think of an aircraft in a vertical climb, lift = zero, therefore all the climb is from the engines (hence why you don't stall during a wing over in the vertical, despite the speed decreasing to 20 kts or so).
Guest
Posts: n/a
Yes, Propellerhead, your absolutely correct it's less. Went a bit fast writing it - sorry.
The point is that lift is always less regardless if the aircraft is climbing or descending. And not the opposite in climb vs. descend.
Therefore lift doesn't control altitude but thrust does - either excess or deficit.
[This message has been edited by Tor (edited 11 May 2001).]
The point is that lift is always less regardless if the aircraft is climbing or descending. And not the opposite in climb vs. descend.
Therefore lift doesn't control altitude but thrust does - either excess or deficit.
[This message has been edited by Tor (edited 11 May 2001).]
