Am I the only one who's missing something?
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…and?
that still means that your AoA will be different to the elevation of the gun cross.
That depends on if we are talking a runway that starts from 0* and rises up to 3* at a certain point or if it is 3* in its entirety as caper said a second ago.
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well a 3 degree grade is a constant grade of 3 degrees…
in both cases, the gun cross would still be an unreliable indicator of how close you are to a tail strike.
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“Grade” refers to rise and run that creates a right triangle. It’s measured in %.
A 3° pitch = 5% grade.
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“Grade” refers to rise and run that creates a right triangle. It’s measured in %.
http://www.angelfire.com/ultra/mathproject/images/gradesign.JPG
A 3° pitch = 5% grade.
bah, this crap is why im not a rail engineer…
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or racket scientist.
I worked with one aerospace engineer (grad student) that kept talking about how “frequency” effects all this Greek stuff on a rotorwing platform. I recognize some of the Greek symbols/terminology but “frequency” I had no idea. None of the other grads, field engineers or PHDs were using “frequency”. After a few months I asked WTF does frequency have to do with helicopter. “frequency” = rotor rpm.
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bah, this crap is why im not a rail engineer…
….or racket scientist.
I worked with one aerospace engineer (grad student) that kept talking about how “frequency” effects all this Greek stuff on a rotorwing platform. I recognize some of the Greek symbols/terminology but “frequency” I had no idea. None of the other grads, field engineers or PHDs were using “frequency”. After a few months I asked WTF does frequency have to do with helicopter. “frequency” = rotor rpm.
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or racket scientist.
I worked with one aerospace engineer (grad student) that kept talking about how “frequency” effects all this Greek stuff on a rotorwing platform. I recognize some of the Greek symbols/terminology but “frequency” I had no idea. None of the other grads, field engineers or PHDs were using “frequency”. After a few months I asked WTF does frequency have to do with helicopter. “frequency” = rotor rpm.
He probably meant the vibrations caused by the rotor/rotor RPM.
Anyway, the last time I studied ‘grade’ was 11 years ago in Driver’s Ed….and I didn’t pay any attention because my area is completely flat.
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That’s what I was thinking. Next to our lab was a structure lab working on an active system to decrease vibration on the F-15’s vertical fins. I thought he was one of those structure engineer drifting into our lab.
He was saying stuff ei. “increase frequency to deduce alfa to generate more lift.”
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Makes sense to me.
If an airfoil would vibrate at a low freq, I can imagine the airflow has a hard time staying laminair thus will become turbulent and generate less or no lift.
If there is no way to decrease the freq…increasing is a lot could have the same effect. -
“increase frequency to reduce alfa to generate more lift.”
He was saying run the rotor head at a higher r.p.m. and reduce rotor blades AoA.
It’s like reading a car tachometer in Hz. (cycles/sec) that’s not like a Euro/metric thing?*With those adjustment the vibration freq and amplitude would possibly increase. But he wasn’t taking about vibration. geeee
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Units of measure define if it is a metric or english thing. (A tach. is revolutions per min., usually, so I’d be willing to say same diff., just divide rpm by 60 sec) Getting off topic, sorry. Yes I meant in relation to the runway being PERFECTLY FLAT and LEVEL. IRL that is hard to control, ever drive over a frost heave in a cold climate? The runway is usually close enough to be thought of as level, I’d guess in most cases. Viewing the ones in AIR AMERICA may prove otherwise, however.
-Babite -
Oh, I forgot to mention one thing: Y O U G U Y S S U C K !!!
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@Faman:
Oh, I forgot to mention one thing: Y O U G U Y S S U C K !!!
OK, I got it …. you’re posting drunk … amiright?
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Man, you guys are hard core.
Usually as soon as my main gear touch down I hit “Esc” followed by “E”. That seems to solve my braking problems just fine.
:shock:
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You some kind of poofter? I hit ctrl+E. Works every time.
As for aerobrake on landing, the -1 specifically mentions that aerobraking significantly decreases at AoA less than 11. Light that green doughnut up on the indexer. If you are aero at 9 AoA you might as well put the wheels on the deck and use the brakes instead. It’s doing so little help at such a small angle. Once in the 3-wheel attitude open the speedbrakes (you don’t have to hold). When speed is insufficient to raise NLG, pull back all the way on the stick. This helps both 3-point attitude drag and makes the brakes work better. Use moderate or better braking when required. Long periods of light braking use produces much heat in the brakes so avoid. These are all in black in white in the manual we all have access to. No points are awarded for creative personalized alternatives.
The procedure that I still am not confident at is the minimum run landing technique (per -1). Using wheel brakes in the two point attitude takes skilled hands and mine are in the shop. I’m also interested in flying a 13 AOA approach. Typically I fly an 11 AOA approach.
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@Faman:
Oh, I forgot to mention one thing: Y O U G U Y S S U C K !!!
1st and last time.
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Soooo, what you’re telling me in this thread is that I’m not supposed to throw the parking break switch the moment I touch down until I’ve reached a comfortable taxiing speed?
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Or open the canopy and use your hands and speedbrakes.
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Soooo, what you’re telling me in this thread is that I’m not supposed to throw the parking break switch the moment I touch down until I’ve reached a comfortable taxiing speed?
For me, “parking brakes”…no, “wheel brakes” (below 70knts)…yes.