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#211
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You really are dense.
The airmass is rising relative to the ground and carrying the wake with it (minus its sink) so they can cancel out. We (pilots) are maintaining our altitude relative to the ground-descending relative to the airmass, but not relative to the ground. mike "Mxsmanic" wrote in message ... mike regish writes: We have. Rising air. It happens all the time over the plowed cornfields I fly over. The plane doesn't also rise with the air because we are maintaining out altitude above the ground. Therefore you are descending into your wake. QED. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#212
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Not always.
mike "Mxsmanic" wrote in message news ![]() Jim Stewart writes: *Every* pilot (at least in the US) learns steep turns in the context of the FAA's practical test standard. That's a steep turn while holding your altitude +/- 100 feet. If you meet your wake, you're descending. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#213
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#214
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In rec.aviation.piloting Mxsmanic wrote:
writes: Did you use Microsoft Air Simulator to do this? You haven't answered my question. What question? OK, now wave your hand through a real fluid, I'd suggest water. Did it feel the same as waving your hand through air? If you look in books on aerodynamics, you'll find that air is effectively an incompressible fluid at low speeds, such as those encountered in small aircraft. It isn't until you get to the transonic range that compression starts to be an issue, and the rules change substantially at and beyond the speed of sound. Have you ever looked in a book? -- Jim Pennino Remove .spam.sux to reply. |
#215
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On Apr 16, 3:59 pm, Tom L. wrote:
The big question is "why does the wake turbulence descend?" Is the air volume inside the vortices denser than surrounding air? Found it, Tom. Ref: http://www.airpower.maxwell.af.mil/a...ug/carten.html "Cruise altitude vortices usually level off at about 1000 feet below the altitude of the aircraft as their density comes into equilibrium with that of the surrounding air. Decay processes then take over. " Regards, Kev |
#216
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![]() "Mxsmanic" wrote... Rip writes: Please provide a reliable reference for that staement. Every reference I can find mentions it. Interestingly, MSFS will simulate this very effect in a C172 or a Baron in a level 360 degree turn. I wonder why the software would imitate something that cannot happen in real life? BDS |
#217
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On the other hand, wingtip vortices are a well-researched topic, and
if a Boeing 727's is only 9' in radius, cite? I remember seeing pictures of wingtip vortices (of fair sized aircraft) and they looked like they were more than 18 feet across. Jose -- Get high on gasoline: fly an airplane. for Email, make the obvious change in the address. |
#218
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![]() "Kev" wrote in message ups.com... On Apr 16, 3:59 pm, Tom L. wrote: The big question is "why does the wake turbulence descend?" Is the air volume inside the vortices denser than surrounding air? Found it, Tom. Ref: http://www.airpower.maxwell.af.mil/a...ug/carten.html "Cruise altitude vortices usually level off at about 1000 feet below the altitude of the aircraft as their density comes into equilibrium with that of the surrounding air. Decay processes then take over. " Don't underestimate the value of the words "usually" and "about" in that sentence. You are still trying to absolutely describe something that is very dynamic. |
#219
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Tim writes:
Interestingly, MSFS will simulate this very effect in a C172 or a Baron in a level 360 degree turn. Will it? It doesn't simulate wake turbulence generally, why would it simulate this? I wonder why the software would imitate something that cannot happen in real life? So do I. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#220
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On Apr 17, 12:02 am, Jose wrote:
On the other hand, wingtip vortices are a well-researched topic, and if a Boeing 727's is only 9' in radius, cite? I remember seeing pictures of wingtip vortices (of fair sized aircraft) and they looked like they were more than 18 feet across. Sorry was not cited here, but in other posts. To repeat: http://www.airpower.maxwell.af.mil/a...ug/carten.html Yes, I would've thought much bigger too, but then they wouldn't be as much a threat so far behind an aircraft if they expanded quickly in diameter. Apparently if flaps or spoilers aren't used, the danger area behind a 747, for example, extends many more miles than we're usually taught: http://www.nasa.gov/centers/dryden/a...4-14-DFRC.html Still haven't found much on really light aircraft ( 26,000 lbs), but the concept should be the same, albeit at a much smaller amplitude. There are equations for calculating the vortex, but they seem hard to get at on the web. Of interest: wingtip vortices were first formally written about in 1907 (!), and the use of vertical fins to cut down the drag on wings, dates over a decade before that. Regards, Kev |
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