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Date: Fri, 31 May 2013 18:24:54 -0400
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From: John Barrett <2thman1@gmail.com>
Subject: Re: [LML] IV P flying

Jack,

Well, I agree sort of with your conclusions but not necessarily your explana=
tion.  I think you are referring to what we used to call the back side of th=
e power curve centuries ago in the USN.  What is happening when you get slow=
 and is more critical with high wing loading is that the L/D ratio is decayi=
ng and perhaps in that scenario some would not recognize the need to compens=
ate and correct by lowering the nose and adding power. =20

One of the best lessons I ever learned and I think this came from carrier la=
nding instruction and practice is that on approach and during landings you c=
ontrol airspeed with attitude (stick) and you control rate of descent with p=
ower.  It's probably not intuitive at first for most but once you get it in y=
our head it makes landing phase so much more controllable and sensible (ask G=
rayhawk about this term) that your landings will forever be more safely acco=
mplished no matter what type of airplane you happen to be operating at the m=
oment.

John Barrett
31VP

Sent from my iPad


On May 31, 2013, at 10:26 AM, Jack Morgan <jmorgan1023@comcast.net> wrote:

> This will probably stir some controversy but I think it is important to st=
ay safer in a IV.
>=20
> There is recent discussion about AOA and vortex generators with the IV and=
 I will leave that to owners preferences. I believe the real issue with the I=
V is the rapidly increasing sink rate below 95 knots. Like all really high p=
erformance aircraft, slowing results in very significant power off sink rate=
s well above stall. The high wing loading inherent in these aircraft is the r=
eason for the speed/efficiency and the trade off is the sink. For pilots not=
 used to this class of aircraft when slow, pulling back hoping to climb resu=
lts in a very unfamiliar rapid loss of speed with no change in descent rate.=
 Unless back pressure is relaxed quickly the remaining speed above stall dis=
sipates very quickly. Once the departure comes, adding power just aggravates=
 the spin.
>=20
> The main thought is to stay above 100 knots so as to stay high enough on t=
he speed curve to give a normal feel/result to the controls. The recommended=
 120 knots in the pattern and 100 knots over the fence meets this demand. If=
 you have an AOA in your IV and can get it to blow the whistle at 95 knots I=
 suggest you do so.
>=20
> Those who would add vortex generators or an AOA so they can purposely oper=
ate the IV near stall are venturing into a potentially very dark place with l=
ittle to be gained. Most aircraft in this class are turbines/jets and the op=
erating manuals don't allow stalls or very slow flight.
>=20
> Jack Morgan
> --
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