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T&B, etc.

 
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brian



Joined: 02 Jan 2006
Posts: 643
Location: Sacramento, California, USA

PostPosted: Thu Jan 19, 2006 2:03 pm    Post subject: T&B, etc. Reply with quote

Fergus Kyle wrote:
Quote:


Bob and Brian,
I enjoyed the 'byeplay' 'twixt methods explained in the use of
the turn and Bank - which the Brits and others refer to as "turn and slip"
indicators.

That is the term that appears in the training material that I use with
my students.

Quote:
Bob used the phrase "stop the turn" as a preliminary to escape from unusual
positions.

And the more I think about it it, the more I agree with it.

Quote:
I'd like to modify that slightly - and welcome any remarks. As I
remember, my cruel leader had me under the hood on limited panel (needle,
ball and airspeed), and said, "I'll set you up, then give you control, and
you regain straight and level flight".
For five minutes we were all over the sky. If it weren't caged
my A/H would have been broken. I felt about 3G, then weightless and the
mighty leader said, "You have control". What he had done was to reef the
machine to the vertical, bunted and applied full rudder. I can't tell you
what excitement I experienced - until we were established in an inverted
spin. The recovery was traumatic.
He then explained - no other instrument could recover from that
manoeuvre but the T&B.

Well, I might disagree with that but it depends on the AI. I must admit
I have developed a great deal of respect for the "upside down" AI
(vertical gyro) that the Chinese and Russians use in their airplanes.
They have one in the Yak-52 and it works just fine through the full
range of unlimited category aerobatic maneuvers, including tumbling and
gyroscopic maneuvers. Of course, they also have a T&SI.

Quote:
The first thing you gotta do is 'stop the yaw with
the rudders, then assess the result, if airspeed then level the wings with
the ailerons, and apply the throttle as required, bring her level and trim'.

OK. There is also the standard spin recovery that goes:

1. Close the throttle.

2. Stick center and slightly forward. The Chinese even paint a vertical
white line on the center of the panel to remind the student where the
stick goes.

3. Press on the hard rudder until the turn stops.

4. Keep the turn stopped with the rudder.

5. The airplane is accelerating and has flying speed so start to ease
back on the stick to bring the nose up.

6. Now pitch and power to maintain level flight.

This should recover from any unusual attitude, albeit perhaps with a bit
of extra airspeed.

Quote:
In ensuing weeks we expanded the idea, and soon I was happy if I
had anything MORE than needle, ball and airspeed. So, Bob, maybe it should
be Stop the Yaw, then Stop the Bank, then airspeed.
What's true is that one must be familiar with the aircraft to
get the most out of it - and perhaps few of us do that.

Ahh, you got that right. Most students have been made so scared of the
edges of the envelope that they never get anywhere near there and don't
know how their airplanes will behave out there. You don't really
appreciate why you want to do incipient stall recovery until you are
allowed to take it over the edge and then bring it back.

Quote:
Ferg
PS: maybe it should be ball, needle and airspeed since that's the order of
use.

I think I need to put on the hood and go play with this.

And I think we are pretty well agreed at this point that we would rather
have a T&SI than a TC.

--
Brian Lloyd 2243 Cattle Dr.
brian-yak at lloyd dot com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)

I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery


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Brian Lloyd
brian-yak at lloyd dot com
+1.916.367.2131 (voice) +1.270.912.0788 (fax)

I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
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