Which of these is cheating?

Thomas Borchert writes:

Frankly, I have never quite understood the distinction, same as with
"forward" and "side" slips.

My reasoning is that all lift in the aircraft is the result of it
moving through air, which in turn is caused by thrust from the
powerplant. Therefore there should be a strong relationship between
thrust (power) and altitude, if the aircraft is not specifically
trimmed to change it. And if the aircraft is trimmed to change it,
then lift will be traded for forward airspeed. Thus, setting the
throttles high will produce more lift and raise the airplane to a
higher altitude. If the aircraft is trimmed to maintain level flight
with that power, it will accelerate forward, trading lift for forward
momentum.

In contrast, if the pitch is changed alone, it simply shifts any
existing momentum from one dimension to another. If you pitch
downward, lift is traded for forward speed. If you pitch upward,
speed is traded for lift. But the sum of both has to remain the same;
the only way to change the overall sum is with adjustments to power.

This also means that, if pitch is trimmed to hold it constant, more
power means more speed, and less power means less speed.

Taking this further, most control movements convert kinetic dimension
in one dimension into kinetic energy in another dimension, but total
kinetic energy must remain constant. An exception is control
movements that create only drag, which convert kinetic energy to heat
and reduce total energy remaining in the aircraft. To add energy, you
have to use the powerplant.

In the case of gliders, they are limited to whatever kinetic energy
they start with. However, since they are light, if they can find
rising columns of air, they can extract energy from these columns and
convert it to lift and/or airspeed. As long as they can find rising
air, they can remain aloft indefinitely. The same is true for
vultures.

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Judah writes:

I don't understand what you mean by "cheating".

By "cheating," I mean doing something that either would not be
possible in real life (but can be done in simulation), or doing
somethign that seems to work but actually isn't the best way to
accomplish the goal, usually because of some hidden drawbacks that
only become obvious in certain situations.

An example would be using the rudder inappropriately to turn the
plane. In some cases, you may get away with it, but in other cases,
it may have sudden unpleasant consequences that you could avoid by
always turning the aircraft in a different, more generally applicable
way.

In real life there is no "cheating". It's a question of flying safely and
with the appropriate amount of stress on the various components of your
airplane to balance the results (eg: most efficient flying to save money on
gas, or fastest possible flight without reducing engine life, etc).

Some people still cheat in real life. If they are lucky, they get
away with it indefinitely. If they are not, they get stuck in a
situation where their cheat method doesn't work quite right, and then
they die.

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VFR Denver Jeffco (KBJC) to Greeley (KGXY). What altitude is best?
Distance is not far (25 miles or so), so no need to climb very high (to
catch tailwinds). Over moderately populated area of 5000', so need ot
be AT LEAST 6000' high. Denver Class B is at 10,000' and 8000' above,
so want to stay below those, Ft Love (KFNL) approaches, which are in
practice and along the route are usually flown at 7000-7500', so avoid
those. It is determined best altitude is 6500' (might as well obide by
the hemisphere rule at least so far as flying the 500's even though I
am less than 3000' AGL and dont legally need to).

And that is without any clouds to consider.

"Mxsmanic" wrote in message

I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

Neither of these are legal VFR cruise altitudes where I fly.

"Mxsmanic" wrote in message

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

Cruising altitudes are assigned or recommended, appropriate to
circumstances. The pilot must be able to put, and keep, his aircraft where
it is supposed to be, within specifically defined parameters. If your
desired cruising altitude is 5500 feet, you should not be fluctuating
between 5200 and 5800. With some experience and proper attention to your
craft, you ought to be able to keep it within 25 feet or so. FAA minimum
standards are somewhat broader.

OTOH, jet pilots pitch to the glideslope, power to the airspeed...the way
the autopilot (with speed control) does it. There is a difference between
high drag/low power available and low drag/high power available.

Bob Gardner

"John Gaquin" wrote in message
. ..

"Mxsmanic" wrote in message

For example, lately I've had a tendency to adjust climb or descent
rates (and altitude to a lesser extent) by making thrust adjustments,
rather than changes in pitch. I seem to recall someone telling me
that this was legitimate, but now I can't find the reference.

In general, you're on the right track. Power is altitude; pitch is
airspeed.

Steve Foley writes:

Neither of these are legal VFR cruise altitudes where I fly.

Then fly at a legal VFR altitude. Once there, do you carefully hold
the altitude, or do you allow it to drift?

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Mxsmanic wrote in
:

By "cheating," I mean doing something that either would not be
possible in real life (but can be done in simulation), or doing
somethign that seems to work but actually isn't the best way to
accomplish the goal, usually because of some hidden drawbacks that
only become obvious in certain situations.

An example would be using the rudder inappropriately to turn the
plane. In some cases, you may get away with it, but in other cases,
it may have sudden unpleasant consequences that you could avoid by
always turning the aircraft in a different, more generally applicable
way.

What do you mean? What sudden unpleasant consequences are you referring to?

Some people still cheat in real life. If they are lucky, they get
away with it indefinitely. If they are not, they get stuck in a
situation where their cheat method doesn't work quite right, and then
they die.

Are you claiming that turning a plane using only the rudder kills?

Mxsmanic wrote in
:

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.


Is remaining within the lines of a highway important, or is it OK to swerve
in and out of moving traffic?

"Mxsmanic" wrote in message
...
Judah writes:

I don't understand what you mean by "cheating".

By "cheating," I mean doing something that either would not be
possible in real life (but can be done in simulation), or doing
somethign that seems to work but actually isn't the best way to
accomplish the goal, usually because of some hidden drawbacks that
only become obvious in certain situations.

An example would be using the rudder inappropriately to turn the
plane. In some cases, you may get away with it, but in other cases,
it may have sudden unpleasant consequences that you could avoid by
always turning the aircraft in a different, more generally applicable
way.

In real life there is no "cheating". It's a question of flying safely
and
with the appropriate amount of stress on the various components of your
airplane to balance the results (eg: most efficient flying to save money
on
gas, or fastest possible flight without reducing engine life, etc).

Some people still cheat in real life. If they are lucky, they get
away with it indefinitely. If they are not, they get stuck in a
situation where their cheat method doesn't work quite right, and then
they die.

--
Transpose mxsmanic and gmail to reach me by e-mail.

You can fly most airplanes with rudder and throttle, and/or rudder and
elevator, and it won't harm the airplane or cause you to crash. However, a
more smoothly coordinated approach is preferred in most situations; so you
"won't get no respect" and passengers may be unwilling to fly with you.

If you've ever ridden in a car with a driver who is less than smooth, then
you know the feeling.

Peter