Search results

You can't roll the airplane with the nose locked on a point AND the ball centered. If you roll out of a steep turn with the ball in the center, the nose will still move through the turn a little until the wings are level. Holding the nose on a point requires extra "top" rudder which is not a...

There is no such thing as an "overaggressive" slip. In the majority of airplanes (including RVs) you can fully deflect the rudder and ailerons in a slip, AND slow to the point where you end up with the elevator fully aft and the airplane bobbling along, but still neither properly stalled nor...

He didn't even have enough for one, because he lacked the energy to stop the single tumble upright. It went over inverted before it stopped, which was not the plan, at which point he had zero energy and not enough altitude to pull through. Tumbles are unforgiving at low altitude.

Even if you don't hold the bank, it's physically impossible to roll back and forth with the nose truly locked on a point even at modest bank angles without having to cross control (slip) a bit as you reverse the roll. This moves the ball all over the cage. Yeah it's kinda silly and doesn't teach...

Hint, if you're already off the runway, don't try to go around. He'd have rolled out just fine in the grass if he'd kept the power off. I saw a guy in a Pitts once barely clear the top of a hangar after going around after going off the runway.

Flipping the mags on and off will cause a backfire each time you turn the mags back on because of all the unburned fuel you're dumping into the cylinders and exhaust with the mags off and the mixture in. Not my choice, I'd use the mixture.

This is back to neverending debate territory, but it's not just a preference thing. It's partly preference and also aircraft characteristics. Some types are much more suited to one type of landing than the other, especially when things get sporty. I think it's more interesting discussing...

Interesting technique considering no Citabria has a vernier anywhere. If you're thinking of the Decathlon, they have a vernier on the prop of course, so are saying you take your hand off the throttle and start rolling the prop course as the airplane eases down to the runway? That would be an...

I've done it plenty, and often turned off the runway before the Cessna or Warrior that was ahead of me even turned final. I always communicate that I have them in sight and will be clear and no factor for them. They got used to it as they should if they're going to fly like that.

Not "weak", just has limited ability to roll over rough bumps and holes on a grass strip without pole-vaulting the airplane.

Wow not sure I've ever seen anyone manage to PIO this badly while the main wheels were still firmly on the ground. Flapping the elevator like mad.

This thread is funny. I suggest F-14.

In a Cub you can wheel land and get the tail down with directional control with diff braking if needed in winds that would cause the airplane to get skidded sideways across the runway after attempting a "3-pointer" on one main and the tailwheel, even with full aileron into the wind. It's because...

Because it's useless

Never seen a glider ground looped.

Again...yep. Some tailwheel airplanes can be wheel landed with diff braking in x-winds that would cause it to be blown sideways skidding across the runway during the initial rollout on a "3-point" landing attempt in those same winds. J-3 Cub for example...assuming it's been upgraded with Groves...

Don't know what you're talking about. I simply said slipping all the way down final in a x-wind purely because of the x-wind is kinda student pilot stuff. It doesn't solve anything BTW.

Exactly right. Holding drift/alignment a few hundred feet AGL at your approach speed doesn't mean much when it comes to maintaining control of the airplane at touchdown speed and through the landing roll in the wind conditions which are nearly always different at the surface. If the mentality...

Sure, like I said I do that wind or no wind, but it's for visibility and touchdown spot control, not x-wind correction. I haven't motored down a straight in final holding a slip the whole way just for the purposes of lining up early for a x-wind since I was a student pilot.

For sure, every landing for me too, for visibility and to put the airplane down where I want power off. Wind or no wind, I'm always straightening out the slip during roundout a few inches from the runway. X-wind doesn't change that.