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Date: Sat, 01 Jun 2013 17:40:03 -0400
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From: cwfmd@yahoo.com
Subject: IV P flying
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This is a very good point, re induced drag, and relative experience and tra=
ining!. I tell my friends the IV-P is just like the T-38. This also applies=
 to approach turn stall/dep and wind shear and really bad wake turbulence i=
ssues. We lost many T-38s which were rolled, by wake vortices(not to be con=
fused with the vortex generator subj here) during flare to landing
=A0It may be instructive to incorporate the USAF T-38 extensive student pil=
ot and IP experience here. Anybody?
=A0Be very aware of wind shear and stay upwind of any potential wakes or, i=
f no x-wind, wait 2-4 min after the airliner lands. We refered to "behind t=
he power curve" which is the high increase in drag at high AOA or "in the b=
ucket" which aggravates the problem in turbo-prop or jets because the fuel =
control will limit spool up. Luckily this is usually not a problem in recip=
s unless you forgot GUMP and left the mixture lean. I think some loud bangs=
 might alert one to this condition immediately?

I was class 92 USNTPS and stayed on to instruct at Pax. My favorite billet =
in the Navy(after graduation). I think I have seen several other highly qua=
lified (milspec) test pilot names here, but leave them to ident...
Bill Miller

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<table cellspacing=3D"0" cellpadding=3D"0" border=3D"0" ><tr><td valign=3D"=
top" style=3D"font: inherit;">This is a very good point, re induced drag, a=
nd relative experience and training!. I tell my friends the IV-P is just li=
ke the T-38. This also applies to approach turn stall/dep and wind shear an=
d really bad wake turbulence issues. We lost many T-38s which were rolled, =
by wake vortices(not to be confused with the vortex generator subj here) du=
ring flare to landing<br>&nbsp;It may be instructive to incorporate the USA=
F T-38 extensive student pilot and IP experience here. Anybody?<br>&nbsp;Be=
 very aware of wind shear and stay upwind of any potential wakes or, if no =
x-wind, wait 2-4 min after the airliner lands. We refered to "behind the po=
wer curve" which is the high increase in drag at high AOA or "in the bucket=
" which aggravates the problem in turbo-prop or jets because the fuel contr=
ol will limit spool up. Luckily this is usually not a problem in recips unl=
ess
 you forgot GUMP and left the mixture lean. I think some loud bangs might a=
lert one to this condition immediately?<br><br>I was class 92 USNTPS and st=
ayed on to instruct at Pax. My favorite billet in the Navy(after graduation=
). I think I have seen several other highly qualified (milspec) test pilot =
names here, but leave them to ident...<br>Bill Miller<br></td></tr></table>
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