Aces High Bulletin Board
General Forums => Aircraft and Vehicles => Topic started by: earl1937 on December 31, 2013, 04:49:17 PM
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:airplane: Ok, we have talked a little about instrument flying, so less consider a question or two:
When the aircraft is in an unusual attitude, other than level flight, what should you do:
#1- center ball with rudder, pull nose up, if pointed down, push nose down if point up, level wings, reduce power!
#2- reduce pitch angle, add power, level wings, call for flight engineer to turn on fuel pumps!
#3- level wings, add power, increase pitch angle!
#4- consult magnetic compass for direction, lower landing gear, raise flaps, tune off boost pumps!
$5-Level wings and reduce power at same time, decrease or increase pitch angle if climbing or descending!
#6- Level Wings, lower landing gear, raise flaps, increase power.
#7- If in a 120 degree bank, with nose up 45 degrees and airspeed at 200 knots, decreasing, in a single engine fighter, you would, add power, lower nose, level wings.
#8- If you are doing a loop in a P-51 and your engine stopped just prior to getting to top of loop and you are inverted, which way will aircraft fall out of the loop? right or left.
There is only one correct answer in the first 7 questions and a optional answer in #8
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#5 Level wings (stop the turn, center the ball), pitch to control altitude, power change if appropriate.
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Almost forgot!
Pick the cat up and drop it then maneuver to put cabin floor under the cat (which always land on their feet). ;)
For an approach thru clouds throw the duck out and fly formation on it.....best to be in a seaplane if you do this.
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#5 Level wings (stop the turn, center the ball), pitch to control altitude, power change if appropriate.
:airplane: Good answer! You get an A minus because you forgot to include, "slapping the flight instructor" for putting you in that position to begin with! LOL
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Almost forgot!
Pick the cat up and drop it then maneuver to put cabin floor under the cat (which always land on their feet). ;)
For an approach thru clouds throw the duck out and fly formation on it.....best to be in a seaplane if you do this.
:airplane: I assume by your answer concerning the duck, you know who was credited with starting that statement! Hint, he had one eye! Personally, I always thought the mail pilots trick of a 1" SS nut on a string, hung over the magnetic compass was pretty smart! (At least he could tell if he was upside down or not, just before running out of airspeed and altitude at the same time! LOL
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:airplane: Ok, we have talked a little about instrument flying, so less consider a question or two:
When the aircraft is in an unusual attitude, other than level flight, what should you do:
#1- center ball with rudder, pull nose up, if pointed down, push nose down if point up, level wings, reduce power!
#2- reduce pitch angle, add power, level wings, call for flight engineer to turn on fuel pumps!
#3- level wings, add power, increase pitch angle!
#4- consult magnetic compass for direction, lower landing gear, raise flaps, tune off boost pumps!
$5-Level wings and reduce power at same time, decrease or increase pitch angle if climbing or descending!
#6- Level Wings, lower landing gear, raise flaps, increase power.
#7- If in a 120 degree bank, with nose up 45 degrees and airspeed at 200 knots, decreasing, in a single engine fighter, you would, add power, lower nose, level wings.
#8- If you are doing a loop in a P-51 and your engine stopped just prior to getting to top of loop and you are inverted, which way will aircraft fall out of the loop? right or left.
There is only one correct answer in the first 7 questions and a optional answer in #8
:headscratch: Hint, what would you be doing with the flight controls as you approached the top of the loop inverted concerning the effect of engine and prop on the slow flight condition of the aircraft.
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you forgot to include, "slapping the flight instructor" for putting you in that position to begin with! LOL
Well I did have a chat with the guy that when doing unusual attitude recovery rolled in full nose down trim. When he gave me the aircraft we pitched over so hard the ashtrays flew up into the windscreen (remember those on the 150/152 series?), the tow bar came up out of the baggage and whacked him on the head (karma) and our shins whacked the bottom of the instrument panel.
I asked him WTF? He said if you are in a spiral dive you'll be out of trim when you recover. I agreed with him but pointed out that you would be out of trim the other way, the airplane would want to pitch up not down since you are now above trimmed speed. "Oh…yeah….oops" was his reply.
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:headscratch: Hint, what would you be doing with the flight controls as you approached the top of the loop inverted concerning the effect of engine and prop on the slow flight condition of the aircraft.
You're slow, positive Gee with high to moderate power so you'll be pushing some right rudder to counter the left-turn tendency. When the engine quits if you don't release that rudder pressure the airplane will yaw and roll to the right.
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You're slow, positive Gee with high to moderate power so you'll be pushing some right rudder to counter the left-turn tendency. When the engine quits if you don't release that rudder pressure the airplane will yaw and roll to the right.
:airplane: Correct and since you are inverted, the aircraft,(51), will roll to the left, which will put you back right side up, with the nose down!
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How do you recover at TA152 after a stall. It seems to lock nose high with an aft cg issue.
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How do you recover at TA152 after a stall. It seems to lock nose high with an aft cg issue.
kill the engine while doing the typical stall recovery.....de-throttle...forward on stick...and reverse rudder of the spin.
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How do you recover at TA152 after a stall. It seems to lock nose high with an aft cg issue.
The 152 is a strange bird,if you let if fall tail first and give up elevator the tail will pitch up and bring the nose down. It seems to work best when the fuel is above 1/2 or so but if you try it you will see what I mean.
I usually fly it straight up until zero airspeed and let it fall backwards,then when falling I give a pull on the stick and the tail seems to pitch up. This of course is different from when the 152 looses it's tail and goes into the funky flat spin. When that occurs I do as Ink said and cut engine then try to get the nose down to build airspeed,sometimes you even have to resort to dropping gear to help getting th nose down but you must be quick because you seem to loose alt and hit the ground before you can do everything thats required.
:salute
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The 152 is a strange bird,if you let if fall tail first and give up elevator the tail will pitch up and bring the nose down. It seems to work best when the fuel is above 1/2 or so but if you try it you will see what I mean.
I usually fly it straight up until zero airspeed and let it fall backwards,then when falling I give a pull on the stick and the tail seems to pitch up. This of course is different from when the 152 looses it's tail and goes into the funky flat spin. When that occurs I do as Ink said and cut engine then try to get the nose down to build airspeed,sometimes you even have to resort to dropping gear to help getting th nose down but you must be quick because you seem to loose alt and hit the ground before you can do everything thats required.
:salute
:airplane: During the game, when flying bomber missions in the B-17 in the game, maybe you can answer this question for us! A lot of the guys do the dot wingman thing, but almost every time, I will gradually pull away from those guys who have engaged that function of the game. I just have a HP 8GB computer with the advance graphics card, (2) of them. Is there something we are doing wrong, or is the difference in computer speeds. Maybe if you don't know, Skuzzy will notice this and comment. Its no big deal, but we have all discussed it at length ever since it was put into the game.
We all use 35" MP when formation flying, so is there another speed at which we should do this?
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Earl,
the different computers should have no effect,internet connection could possibly have something to do with it but I would think you would see a warp in position.
You must remember what you see and what the other guy sees are 2 different things. Years ago a couple friends and I used to try formation flying,what we discovered was that the guy in the lead always saw us further back than we saw him!
If say I saw him at 30 yrds when looking ahead and if he looked back at us he might see us at 65 or 70 yrds,this varied and wasnt always 65 or 70,sometimes it was closer to 90 or 100 yards. It didnt mater who flew lead it was always the same thing,same went for the 2 guys in trail,I'd see the other guy at say 40 yards and he's see me at a different distance.
Now I'm not sure if this is what you mean or that the planes are actually falling behind,if thats the case I'd suggest they just bump up MAP to keep in position.
:salute
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Earl,
the different computers should have no effect,internet connection could possibly have something to do with it but I would think you would see a warp in position.
You must remember what you see and what the other guy sees are 2 different things. Years ago a couple friends and I used to try formation flying,what we discovered was that the guy in the lead always saw us further back than we saw him!
If say I saw him at 30 yrds when looking ahead and if he looked back at us he might see us at 65 or 70 yrds,this varied and wasnt always 65 or 70,sometimes it was closer to 90 or 100 yards. It didnt mater who flew lead it was always the same thing,same went for the 2 guys in trail,I'd see the other guy at say 40 yards and he's see me at a different distance.
Now I'm not sure if this is what you mean or that the planes are actually falling behind,if thats the case I'd suggest they just bump up MAP to keep in position.
:salute
:airplane: thanks for the info! We just thought that since you were on training crew, there might some logical answer, but guess not.
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Now I'm not sure if this is what you mean or that the planes are actually falling behind,if thats the case I'd suggest they just bump up MAP to keep in position.
:salute
A frequently observed problem in game is a lack of wingman consideration, i.e. lead with power at the forward stop, leaving wingman no choice but to use WEP. A good formation lead will always leave the wingman a power advantage during climb, cruise, and descent. If this isn't done, the result is a string formation of planes "going same way same day", a fairly common sight in game. :salute
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A frequently observed problem in game is a lack of wingman consideration, i.e. lead with power at the forward stop, leaving wingman no choice but to use WEP. A good formation lead will always leave the wingman a power advantage during climb, cruise, and descent. If this isn't done, the result is a string formation of planes "going same way same day", a fairly common sight in game. :salute
So true! I also see players having trouble keeping up because the lead calls out 1.1 ATA and they use 1.1 and fall behind! I try to explain the lead is just telling us what MAP he's using and we have to use whatever amount is required to stay in position.
Myself,I'm constantly adjusting throttle to stay in position,but like you said Puma,a good lead will reduce power so that the rest have reserve power to hold position!
:salute
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So true! I also see players having trouble keeping up because the lead calls out 1.1 ATA and they use 1.1 and fall behind! I try to explain the lead is just telling us what MAP he's using and we have to use whatever amount is required to stay in position.
Myself,I'm constantly adjusting throttle to stay in position,but like you said Puma,a good lead will reduce power so that the rest have reserve power to hold position!
:salute
:airplane: The question about the wingman thing was in reference to when we were in level flight and at 35" MP. I have started using a shallow banked left turn after takeoff so that the guys in the back can join right up. I just keep prompting them to keep the nose of their aircraft in front of my aircraft nose and they usually catch right up after 1 360 degree around the base. Thanks for the info guys. :salute
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So true! I also see players having trouble keeping up because the lead calls out 1.1 ATA and they use 1.1 and fall behind! I try to explain the lead is just telling us what MAP he's using and we have to use whatever amount is required to stay in position.
Myself,I'm constantly adjusting throttle to stay in position,but like you said Puma,a good lead will reduce power so that the rest have reserve power to hold position!
:salute
Yep, if leads where more cognizant of always giving wingmen a power advantage, formations would fly much tighter and be more tactically effective. With a couple turns around the departure base and a power advantage over lead, wingman can join up efficiently. :salute