A bit of both, really. You anticipate swing on take-off, but you still have to react to things like wind gusts
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A bit of both, really. You anticipate swing on take-off, but you still have to react to things like wind gusts[
Question? When you are flying a tailwheel aircraft, to you react, or do you anticipate. If you are only reacting then you are behind the aircraft. its not a big deal, its a discussion, but its not "Ridiculous" as a previous poster stated.
FBJ, it has to do with the general way the human brain is trained, & values ingrained, & not about particular aspects of tail-draggers,
- except in relation to the Merlin/Griffon Spitfire take-off opposite trimming issue.
Obviously, the fundamental familiarity of being in a Spitfire caught some pilots out, which would've been less likely,
if they'd been doing a take off in a completely different aircraft, even with opposite rotation, such as a Typhoon.
Admitting both but mainly anticipate, especially if it's a taildragger that could bite you real quick - I've flown 180 HP Supercubs - you're flying the aircraft the minute you crank the engine up! Cubs and Citabrias are a little more forgiving IMO[
Question? When you are flying a tailwheel aircraft, to you react, or do you anticipate.
its a discussion, but its not "Ridiculous" as a previous poster stated.
Be serious SR6, as if Fedden would've tried to bullshit his peers..
& the lame cigarette ad is a poor analogy, the type-testing/rating figures were published too, no need to go 'strawman'..
What evidence do you have of "erks having to swap engines in 20 hours..."?
SR6 Try not to conflate the oddities of radial engine architecture with the sleeve valve itself, since to a liquid-cooled inline,
many of these things are meaningless. I'll find & post a NACA S-V port flow paper, that confirms those Ricardo/Fedden points.
That clockwork looking timing chest serves 14 individual cylinders, & yet the parts count is way less than pushrods/rockers/poppet valves/springs/collars/collets/oil feeds/ & etc. The S-V had nothing moving/clattering about in the cylinder head.
Driving on the opposite side of the road compared to flying an "opposite rotating propeller" taildragger? Not even close! Those British drivers are crazy!!!
Are you referring to Harley-Davidson or Indians here?Off-road/racing-wise, well, of course, like mil-spec machines, those are exempt from regular road vehicle reg's...
wait, J-WNo, not bikes G-G,
Detroit Diesels.. banned for civil sale by the EPA - for being filthy 2-strokes, their value/utility to the military keeps them in production/use.
& yes tourists not used to driving on the left do cause an inordinate number of crashes, rental cars here
have face level advisories about it posted in them.
Without wishing to be misrepresented as 'anti-Asian' I would point out that 'downunder' at least,
quite a few drivers here - from Asia demonstrate sub-standard driving abilities to actuarial significance levels...
Actually - they don't have an increased number of accidents, at least here in NZ, but somehow they seem to get more media attention.Without wishing to be misrepresented as 'anti-Asian' I would point out that 'downunder' at least,
quite a few drivers here - from Asia demonstrate sub-standard driving abilities to actuarial significance levels...
How many incidents/accidents this predictable matter caused? Even one was too many, IMO.
.
It is easy on the controls and requires very little rudder pressure between 140 and 350 m.p.h. A person can hold the rudder pressure needed for an hour and probably not notice it. I had a complete confidence in its flying characteristics after only a few minutes of flight. The smallness of the cockpit is about the only thing that bothersome. (...)
In Lieut. Jackson's opinion: "Oscar Mk. 2 is the easiest aircraft to handle that I have ever flown. All the controls are very sensitive at low speeds and aircraft is definitely one which can be flown by 'the seat of the pants.' Only in one or two instances during flight did I check the needle and ball, and then only to verify that it was flying so nicely."
"The aircraft has no vicious characteristics. At one time in a hammerhead stall the airspeed indicated 30 m.p.h and in falling off, Oscar simply rolled on its back and fell through nicely. Loops can be done at 170 m.p.h. Battle flaps increase the rate of turn and are handily operated on the stick.
Lieut. Ray said, "After flying Oscar, I can understand why so many Japanese pilots use the Split S for evasive action. I flew the Oscar through aerobatics and it seems to me the Split S would be the quickest and safest evasive action against our P-40, P-47, P-38 and Spitfire, as the airspeed drops fast when you pull the nose up."
"Comparing the Oscar with our first-line fighters, I would say it was far inferior, its normal cruising speed being 40 to 60 m.p.h. slower than that of our fighters. Oscar handles very well in the air and can be looped and immelmanned at airspeeds of 170 m.p.h. or lower. I found no freezing tendency of the controls at 300 m.p.h. airspeed at 9,000 feet."
Lieut. Strand said, "The Oscar is highly maneuverable - that I knew before flying the aircraft, but after being in it several times, I found out just where the aircraft performs best and what were its bad spots."
"I would recommend that in combat with an Oscar, ou keep your airspeed above 250 m.p.h. and the Oscar will not be able to get above you at any time. In straight and level flight, the enemy aircraft is pretty slow, but if you put it in a steep dive it will pick up a good speed and hold it. Stay away from the Oscar at low airspeeds because he can accelerate from 150 to 250 m.p.h. too fast."
The captured Oscar's AAF pilot, identified in the report only as Captain Stanton, described his initial encounter with the Thunderbolt: "Met the P-47 at 3,000 feet and outclimbed it to 5,000 feet. It dove on my tail from 6,000 feet and in a steep bank to the left I easily got out of the gun range in 90 degrees. In a 360 degrees I was behind the P-47 but its circle was so large that it was one-and-a-half turns to the right before I was in effective gun range."
Stanton continued: "The circle was so large that it took half a turn for the Oscar to cross it to the P-47s tail after getting behind it."