Great post by Ice from the 169th over at lockon.ru I figured I'd point out to everyone. This is the kind of stuff you need to be aware of as a combat pilot/general piloting technique when you don't have a lead aircraft to fall back on. This applies very much to the tactical demonstration of our show as well as rejoins and energy management (potential energy vs. kinetic energy).
Tweet's Bits & Pieces
* The drag topic he brings up has been discussed several times in our squad. Matching lead and having to power up for added pull (even when the lead aircraft doesn't) and then as you get slower you need more power etc. Some very nice and clear clarifications by Ice on this subject. Being a pilot, it's easy to take these things for granted, but it's always an intriguing and complex subject, something that can always be discussed over again.
* See if you know the answer to the Split S/Immelmann question he asks in his 2nd post?
The last link I'm about to give you pretty much covers all the principles of flight. This is a very good source for terminology as well as knowledge that applies in the real world, but to a high degree in Lock-On as well. I would save this entire site (each chapter is a separate html file) and store it for future reference. Now, I know this is not combat aviation we're talking, but you have to learn to walk before you can run!
See How It Flies
Bits & Pieces of Aerodynamics for LOMAC Pilots
Bits & Pieces of Aerodynamics for LOMAC Pilots
Last edited by Lawndart on Tue Nov 10, 2015 11:42 am, edited 3 times in total.
Appreciate it a lot LD. They sort of remind me of my "Rod Machado's Private Pilot Handbook". Awesome book for those of you looking into getting your PPL... Very fun to read... the whole thing is practically a joke! Except it allows you to pass your written. 
It would also be very useful even to the guys in this forum... teaches you quite a bit about Aerodynamics, instruments, navigation, etc. and its easy to understand especially with the diagrams.
-Funky
It would also be very useful even to the guys in this forum... teaches you quite a bit about Aerodynamics, instruments, navigation, etc. and its easy to understand especially with the diagrams.-Funky
I know it's an old post, but, the answer to his question concerning the split-s/immelmann without actually trying it out for myself and just using my noggin would be the idle split-s. Turn radius and G's decrease with slower airspeeds and increases with increased airspeed, whether you're in a immelmann or reverse immelmann. Also, as you point your nose downward, you won't have to use hardly any thrust as gravity will assist in airspeed. So full afterburner would be a waste. Am I correct?
Without looking at the original question... The best results come from a full burner Split-S, attaining corner velocity during the maneuver (burner & gravity will help) and thereby allowing for more G and less time to complete the maneuver. The turn radius may be slightly bigger (?), but the turn rate is faster and corner speed allows for lots of available G. An idle Split-S could possibly be completed in less altitude (?), but would take much longer to complete and the available G would be very low, resulting in a small turn radius, low turn rate, low airspeed, low G situation, while on the edge of an accelerated stall. In almost every Split-S you'll watch, the pilot has the throttle full forward.
You are correct, however, in that gravity will assist. It allows the pilot to pull hard on the stick with lots of thrust coming out the buiz end of the jet. In a horizontal turn, his speed would bleed off, but since he's using gravity to his advantage he can sustain the speed through the combination of afterburner and gravity a lot better. Obviously, the entry speed matters. Best sustained results come near corner speed and at high G which is why gravity helps keep the speed and thereby turn rate.
One thing that's not recommended is entering a Split-S above corner!
(Larger turn radius and decreased turn rate).
You are correct, however, in that gravity will assist. It allows the pilot to pull hard on the stick with lots of thrust coming out the buiz end of the jet. In a horizontal turn, his speed would bleed off, but since he's using gravity to his advantage he can sustain the speed through the combination of afterburner and gravity a lot better. Obviously, the entry speed matters. Best sustained results come near corner speed and at high G which is why gravity helps keep the speed and thereby turn rate.
One thing that's not recommended is entering a Split-S above corner!
(Larger turn radius and decreased turn rate).
Last edited by Lawndart on Sun Oct 28, 2007 9:35 pm, edited 4 times in total.
Two of the best books for real aviation (good reference for flight simmers too). Anyone getting their real life license should definitely look into buying these for themselves!!!
Everything Explained for the Professional Pilot - They are not kidding - Everything!
As pointed out by Funky:
Rod Machado's Private Pilot Handbook - Makes learning fun!
Check out the excerpts for both books.
Everything Explained for the Professional Pilot - They are not kidding - Everything!
As pointed out by Funky:
Rod Machado's Private Pilot Handbook - Makes learning fun!
Check out the excerpts for both books.
