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What does the science say about pushing on the stick permanently in low speed turns? Since he describes it as a "trim issue" whose 220 knot border is detectable only in turns and only below 220 knots, it cannot be temporary as long as you are turning below that speed.
It can still be and is temporary - how much excess power you have and/or how much kinetic energy the aircraft currently has will determine how long the turn can be sustained - either temporarily (while trading speed and/or altitude) or sustained (in the sense of not losing altitude and keeping the same turning circle radius/G-load while maintaining speed). If trading speed for turn rate the need for 'easing up' or 'pushing' forward on the stick will lessen until you need to start pulling on the stick again. In effect there will be a speed range in which the need to 'ease up' or 'push' on the stick will occur, but below and above that speed range you will have to pull. The only aircraft that can still be pushing forward on the stick when approaching stall are relatively low AR deltas and aircraft that use canards instead of conventional elevators for their main AOA control - the F-14 Tomcat and Su-27 Flanker 'riding on their tails' at AOAs of +70° are examples of the 2 situations respectively.
In other words, as you lose speed in a turn, you will no longer be able to sustain the turn and your AOA will gradually decrease until you have to start pulling on the stick again. Do you think the Fw190 pilot had to 'push' on the stick when pulling 1.1G at 90 knots IAS? Based on your statement in the quote above, since 90 knots is less than 220 knots the pilot would have to still be 'pushing' on the stick. How about 1.2G at 94 knots IAS, or 1.3G at 98 knots IAS . . . ? What about at stall (1.0G at 85 knots IAS)? . . . that is less than 220 knots is it not? . . . would the Fw190 pilot still have to 'push' on the stick?
As has been mentioned in the "
The Zero's Maneuverability", when the center of lift moves forward and back the need to pull and/or 'ease up' or 'push' on the stick will change.
When an aircraft is trimmed for level flight, the center of lift will be in an airframe specific relation to the same airframes CoG, and there will be little or no stick force needed to maintain level flight. Entering a turn will change the center of lift to one degree or another (depending on the airframe) and may require a change in trim in order to maintain the turn with little or no stick force. If the airframe is of the type where the center of lift moves forward when entering a turn - and you do not trim the airframe for turning flight - you will need to either 'ease up' on the stick or 'push' on the stick to keep the airframe from continuing to tighten in the turn. NOTE that 'pushing' on the stick in this instance does (necessarily) mean that you have to move the stick forward of the neutral position - it just means that you have to resist the backward movement of the stick due to aerodynamic forces on the control surfaces. As already mentioned in the other thread, this is the same phenomena that occurs on some airframes when pulling out of a dive - it is just happening when you are pulling Gs in the horizontal instead of the vertical.
Moving the discussion to another thread (or forum) will not change the "science" (ie physics).