Pitching a clockwise spinning (seen from the cockpit) prop forward will result in a yaw to the left, pitching it up will result in a right yaw. Correct so far? However, why does a yaw to the right cause a pitch up, and a yaw to the left cause a pitch down? I thought it would be the other way,...

Thrust from a propeller drops as speed increases to a theoretical zero. When this happens, what is providing the thrust to overcome drag? The forward momentum of the aircraft? If so, is it a case of the speed very slightly and imperceptibly dipping below the zero thrust speed, getting a little...

Come across another thing that has puzzled me (big surprise). Here's a transcript from the manual: "Under full throttle operations (such as takeoff and climb) the engines of the aircraft have been adjusted to provide 43 inches of manifold pressure at seal level and standard temperature. It is...

Yet again, this one has me puzzled. I can visualise why the front stagnation point occurs, but other than saying to myself "because it has to be at the trailing edge", I'm not grasping why the rear stagnation point happens. Can anyone elaborate? Most of the texts I find in searching basically...

I remember coming across the answer somewhere, but I've lost it. Anyone know? TIA

.... when using pressure pattern nav techniques, what's a standard way for working out groundspeed for flight planning purposes? Do you take the forecast curved route and divide it up into segments and average it out? TIA

Do I have the following right?:- Jet:- Vx IAS stays the same as altitude gets higher. Vy IAS reduces as altitude gets higher. Both angle and rate of climb lessen as altitude increases. Prop:- Vx IAS increases as altitude gets higher. Vy IAS reduces as altitude gets higher.

I was talking about Coriolis effect with someone and he asked me about planes against or with the earth's spin of around 1000mph at the equator. He asked why this didn't benefit east to west plane travel timewise and hurt west to east. I couldn't give him a straight answer, and felt like an...

Gettin' a bit confused here. (nothing new in that) In the big sprawling thread I started down below, there's been a couple of themes that have come up. One is that I am pretty sure that for the same IAS (not TAS) at a higher altitude, more power is required. However, one contributor to the...

Was reading an article in an Australian mag about an LED based AoA indicator in a homebuilt. The author stated that in many ways it "replaced" the AI for him. Anyone have experience with them?

As a relative latecomer to the group, I'm behind the curve on what his basic argument is. It's something to do with the relative risks of GA flying isn't it? He claims that it's actually higher than is admitted or something like that? TIA.

Generally speaking, when making power changes in the cruise once leaned, do you just adjust your throttle and/or RPM and THEN adjust mixture? I imagine you wouldn't push mixture to full rich before making power changes at altitude. Is this the case? Further question: when going from, say, 24...

Not that it matters terribly much, but there's a few things I don't get. On a WAC, which is a Lambert chart, a straight line is more or less a great circle, right? However, to fly a great circle, you have to constantly adjust your heading. I still can't conceptually work out why, I must say....

I understand the theory vis a vis lowest L/D TAS and the power available/power required chart, but let's say you're in flight in a normally aspirated prop plane, your destination is blown up, your alternate is unservicable for some reason or other and you need to stretch the fuel you have the...

The site is down at the moment, but if I'm understanding it correctly, do these guys actually penetrate hurricanes in P3s and Gulfstreams? Do they go IMC flying into hurricane cloud??? If so, how the hell are they not constantly stalling as they are buffetted by the turbulence? I'm pretty sure...

Every time I think I have it sort of worked out, I fall in a heap. I've read through "See How It Flies", but it's still a bit beyond me. I can understand why a spinning ball would create a circular flow around itself, but I can't really grasp why a wing would. Does anyone have a lay explanation...

Yet another question. Say you're at altitude and it's time to lean the constant speed engine(s). You pull back on the mixture control, the EGT starts to go up. The engine "sounds" more powerful as you do this. The prop might speed up momentarily until the governor does its stuff and keeps it at...

When a power setting table shows a "best economy" and "best power" setting for a given power level (say 75%) using a given MP and RPM this is just a starting point, right? Once the MP and RPM has been set and the leaning done, the actual power settings would be more like 78% for best power, and...

.... for a normally aspirated piston occurs at sea level and full power, but for a turbonormalised engine it will be at critical altitude, right? Thanks in advance.

If you had to do a bit of crystal ball gazing, what do you think the engines of the GA fleet will be drinking in 10-15 years time? The same avgas as today, just much more expensive? Jet-A in diesel engines? Something else?