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#41
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On Wed, 07 Jan 2004 01:24:26 GMT, Mike Marron wrote:
"Keith Willshaw" wrote: "John R Weiss" wrote: What is a "stall turn"? Pull up into a vertical climb in a light aircraft and you'll soon find out Pull up into a vertical climb in the (tailless) type of aircraft I happen to fly and you'll probably die. Here is a horrific little video that illustrates exactly what I mean: http://www.pegasus-usa.com/tech/tumble.mpg (Play it several times in slow motion and just imagine what was going through the doomed pilot's mind at the time!) A "stall turn" to me is a hammerhead stall (we can't perform those either, without either dying or firing the ballistic chute). Without a rudder, the closest thing to a hammerhead stall that I can safely perform in the type of airplane I fly is a wingover. But since a true wingover is a 90-deg. climbing turn followed by a 90-deg. descending turn resulting in a 180-deg. change in direction, technically I perform "wangs" rather than wingovers. Trikes can't perform true wingovers because bottom rudder is needed at the top of the climbing turn to keep the aircraft coordinated. In steady-state winds aloft, flying stationary (relative to the ground), or even backwards and sideways is no problem, however. Ultralights are generally not considered "aircraft". Al Minyard |
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What is a "stall turn"?
Pull up into a vertical climb in a light aircraft and you'll soon find out I suspect you are referring to whaT I learned as a "snap turn." Put the plane (SNJ/T6 in my case) in a steep turn to the left. Then haul back swiftly on stick. Angle of attack is exceeded, right wing stalls, and plane snaps to the right. The trick is to recover from the snap before it developes into a nice spin. Lots of fun when planned on and done correctly. Scares the **** out of you when happens inadvertantly. Can work starting with a turn to the right, but harder to do because the SNJ's right wing is fonder of stalls than its left wing. This, incidentally, can be done at almost any airspeed. Simply a high speed stall while in a steep turn. Quent |
#43
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Alan Minyard wrote:
Mike Marron wrote: Pull up into a vertical climb in the (tailless) type of aircraft I happen to fly and you'll probably die. Here is a horrific little video that illustrates exactly what I mean: http://www.pegasus-usa.com/tech/tumble.mpg (Play it several times in slow motion and just imagine what was going through the doomed pilot's mind at the time!) A "stall turn" to me is a hammerhead stall (we can't perform those either, without either dying or firing the ballistic chute). Without a rudder, the closest thing to a hammerhead stall that I can safely perform in the type of airplane I fly is a wingover. But since a true wingover is a 90-deg. climbing turn followed by a 90-deg. descending turn resulting in a 180-deg. change in direction, technically I perform "wangs" rather than wingovers. Trikes can't perform true wingovers because bottom rudder is needed at the top of the climbing turn to keep the aircraft coordinated. In steady-state winds aloft, flying stationary (relative to the ground), or even backwards and sideways is no problem, however. Ultralights are generally not considered "aircraft". Correct. However, anything equipped with 2-seats and weighs more than 254 pounds, has a fuel capacity exceeding 5 U.S. gallons, is capable of more than 55 knots calibrated airspeed at full power in level flight and has a power-off stall speed that exceeds 24 knots is not considered an "ultralight." Truth be known, 99-percent of today's "ultralights" do NOT meet the criteria above and are therefore actually illegal, unlicensed aircraft being flown illegally by unlicensed pilots! Granted, to the untrained eye my trike (like most trikes) looks like an "ultralight" but my particular trike is actually an N-numbered aircraft (not an "ultralight" by any stretch of the imagination) and I am a CFII, and Commericial, Multi-Engine, Instrument pilot with an Airframe & Powerplant mechanic certificate. In other words, I am one of the very few in this country who is not flying around in these things "illegally." The reason the FAA doesn't enforce the current rules for "ultralights" is because they recognize that the rules for ultralights were written back in the early 80's and are woefully out-dated. Hence, new rules and regulations are being promulgated for so-called "ultralights" as we speak. For more information, see: http://www.sportpilot.org/ |
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#45
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#48
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(B2431) wrote in message ...
From: (robert arndt) Date: 1/10/2004 9:20 PM Central Well I have a Su-35 holding still for almost 20 seconds in midair. Indicated airspeed at ZERO before tail finally drops and Su-35 pitches forward and resumes aerobatic display for crowd. Absolutely stunning. You're just ****ed because no other operational non VTOL/VSTOL can do this. Rob A helicopter in hover will show zero IAS. An aircraft in a hammerhead stall will show 0 IAS. As for the 20 seconds how about providing us with a clip or web site? Dan, U.S. Air Force, retired I have it on an authentic Russian airshow demonstrator video- recorded on VHS. It was taped outside Moscow and given to me by a friend to add to my collection. I offered to mail it to the first person who argued about it. Rob |
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