Pilot Bear

That also has some important safety factors involved. The pilot who pitches for blue line and doesnt get a climb is going to be fooled into thinking he is in a worse state than he is because blue line would realistically be below the figure he is slavishly transfixed with.

It is also relevant to trying to fly level at blue line with no climb and max power on the live engine.
Because its a speed above the true blue line speed infact the aircraft should fly level? or am I missing something again :-) because if it was flying the true blue line then there would be a positive climb.

But 71 KTS would take quite a bit of courage to go for and there would be so little airflow over the controls just imagine how much rudder and aeleron you would need for a given effect " yikes"

Pace

Any change that depends upon {wate}---:} the new stall reference speed can be---computed by that equation Va/ Vsnew... From Vs---Believe it or not Cessna/ Piper Beech-- Actually knew that:hmm:---but they looked at [perhaps the drag curve...perhaps?????? other STABILITY issues-;)----a nice Vmc/stall--s'il vous plait??:}
INGIUNIRS---THOSE STUPID MUPPETS:}

Lester:E



Y AQUI ESTOY, ESSSPEERANDO POR TI---SI PODER ENTENDER----UNA VEZ MAS

Ooh Yes --I love playing with engine flameouts and deep stalls---:}

Pugilistic Animus

That was a joke :-) but yes I am ferrying a Citation S2 Florida to UK tomorrow thurs and now look as if I have to carry on down to South Africa so you will have the best part of a weeks relief from me :-)

Then we can start a new topic " does throttle control speed or does pitch?

And the joke was " Student on first solo sitting on the runway pumping his elevator up and down. The instructor called on the radio and asked what the hell he was doing? The student said "well you told me pitch controlled speed and I am pumping the elevator up and down to accelerate" ? Think about it? :-)

Pace

Wolfgang Langweische's "Stick and Rudder" explains those little conundrums exceedingly well:ok:


Power=altitude
Pitch =Airspeed
Rudder [ on an SE] covers the mistakes of those idiot Injunirs:}

Always debatable, but the way I look at it:-

If you're high you have to adjust Power and Attitude
If you're low you have to adjust Power and Attitude
If you're fast you have to adjust Power and Attitude
If you're slow you have to adjust Power and Attitude

So, arguing about which does what is kinda pointless....

Power PLUS Attitude= Performance.

That sounds like a lind from a car commercial.

Nope...

Power plus attitude MINUS DRAG equals performance

FACT

---which represents [in steady level co-ordinated flight] the vertical and horizontal component of AoA---- which controls lift which equals the wate---but induces drag that needs to be countered by thrust at some finte velocity=power so that forces fore always = forces aft---------:ouch:


PA

slight creep...but, Why exactly do CAA EASA etc...have such a problem certifying single Turboprop for pax ops with it's associated high MTBF and yet are quite happy to accept the status quo on what statistically has been shown to be higher risk piston twins.

busi,

And which control do you have to adjust the drag???:confused::confused:

If you want a particular performance, you set a power and an attitude. The drag takes care of itself (unless we're talking speed brakes, which we're not!!)

Wizofox we are one on this / made my first part of the trip back florida up to goose bay. Then made it direct to Iceland. Got some good shots of greenland from FL390 but bad turbulence unforecast jet stream of 330/160 kts and greenland to Iceland had OAT of -25c at FL390 so poor performance. Back in the uk Today Sun and then off to South Africa with the S2 Citation tomorrow.

Bought a new camera so should get some nice shots enroute. First stop tomorrow is Morroco.

The S2 is much better than the citation 2 with better climb more fuel 5800 ibs compared to 5000 on the two and can fly for 5 hrs at high level.

Be back frid this week.

Pace