hovergirl... Nice writeup! An operator I know, who shall remain nameless, operates 703/704 and doesn't carry CFSs on their airplanes.... :o It seems lots of pilots don't bother reading what's in the CFS, like you say, there is lots of good info in there! Also, pilots should read TC AIM RAC 1.2.2 - i...

Brilliant websites! The weather prediction site is fantastic - the guy really knows what he's talking about and is straight to the point with it. I'll contribute a couple. http://aerosafety.ca/ - This guy's work is really good. I recommend reading the Aircraft Icing presentation and paper, and the S...

photofly...

I really gotta catch a flight... I've skipped two so far today! I'll reply to you later.

Colonel...

I want to buy a S-2C! But I also want to buy a MX-2 and maybe a few other airplanes

I'll pay attention to that if I fly a S-2C.

http://www.youtube.com/watch?v=B41mOiOUWdQ For the first plane in the video, when the bomb bounces and takes off the tail, the plane rapidly pitches down, so badly that the wings bend down because of negative G. That's because the tail was holding the nose up, until it was broken off then the nose ...

Colonel...

It was a Pitts S-2B.

photofly... http://i.imgur.com/7z7bqEU.png This guy seems to know what he's talking about. That is what he says on the matter. Another smart man, Owain, has some things to say on the matter: http://i.imgur.com/bjTXgy3.png It is, I think, clear that if look at the Cp and Cg positions, that will tell ...

Colonel...

Please explain! Every time I've put a trimmed airplane from steady upright flight into inverted flight, I've needed to hold significant nose down pressure on the stick to keep the nose from dropping towards the ground.

Colonel... I know that there is a noticeable amount of "push" needed to fly inverted vs right-side-up. That would lead you to believe that there is a upward force, relative to the airplane, being produced so the nose doesn't drop too low while inverted. But the only thing it really tells you is that...

Colonel... Look at the angle of attack on the horizontal stab - it doesn't magically produce lift down when it's got a positive angle of attack! As I mentioned, there is a downwash component from the wings that will affect the angle of attack on the horizontal stab but you're unable to determine tha...

photofly...

Is this what you're looking for?



What about this?

Colonel... http://i.imgur.com/1I6tWHS.png Assuming you're flying level, it appears you've drawn the lift force on the tail in the wrong direction. It is hard to say though from a picture as there will be a downwash angle imparted to the air flow over the horizontal stabilizer. Pitching moments chang...

photofly...

Bingo! http://www.avcanada.ca/forums2/viewtopi ... =3&t=87966

photofly wrote:

dr.aero wrote:

Incidentally, for single engined Cessnas the tailplane is a symmetric airfoil, and for a large portion of the cg envelope the tail is providing lift and not downforce.

Not true at all! Who told you that?

Start a new thread on that, and I'll tell you how I know.

Here it is!

fish4life... Another big part of the tail plane stall with increasing airspeed is the faster you are going the more lift the wings are producing ... That's not true. Assuming you're in level flight, if you increase speed you require a decrease in angle of attack to maintain the same [/u] lift. You'r...

photofly...

http://youtu.be/gSHjs2dhs8A?t=12m41s

They list increasing speed as one of the ways for tailplane stall to occur. They go into detail later in the video.

http://youtu.be/gSHjs2dhs8A?t=18m10s

photofly...

I significantly edited my last reply to you.

This video is of better quality: http://youtu.be/gSHjs2dhs8A

It isn't quite in sync with the other video so time references won't be exactly the same but it's close.

photofly... b) flaps extended (moves the cp rearward) The reason the flaps affect tailplane stall is because they change the angle of the air that meets the leading edge of the tailplane. The cp movement rearward is a consequence of flap extension. It doesn't directly affect the angle of attack of t...

photofly... Try and explain how that works, from your knowledge of stall as exceeding the critical angle of attack. It's a LOT easier with a whiteboard! :D The tailplane is an inverted airfoil (compared to the wing) so it normally creates lift in the downward direction. That means that the faster ai...

Colonel... tailplane stalling. Lots of people load up with ice, then they apply flaps, fly too slow and stall the tail , which is really, really bad. You pick up a load of ice, you want a long runway, absolute minimum flaps, and carry a little extra speed because you really don't know what your stal...

Colonel... Instead, I think I will go with Alex Burton's recommendation to move the throttle forward first, then the carb heat on cold days, to avoid going lean. Also moving the throttle forward slowly, to give the accelerator pump a chance, would seem to be a wise choice. I was always taught to add...

Nor this:

http://www.youtube.com/watch?v=o5MK2HVdGxA

Ground frequency. You could get it from the FIC frequency if it was busy on ground freq (and you could reach the FIC from the ground) but if you ask ground for the SIGMET they'll give it to you.

Reference: TC AIM MET 3.18

Colonel... OK, I see what you mean. It's not just aircraft that aren't properly equipped for icing that should do that - I do similar things when flying a turboprop. It makes no sense to descend below the 100 safe ALT to the PT ALT while you fly the procedure turn if you know you're going to be pick...

photofly... From ACWM - http://i.imgur.com/xH2i9Tf.jpg Colonel... A poster suggested intercepting the glideslope from above and you replied, "Careful about that", as if to imply that that wasn't what you were looking for. Then your suggestion is to do exactly that and suggesting that descending at 5...