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An aircraft moves at any given moment in one or more of three axes: roll (the axis that runs the length of the fuselage), pitch (the axis running laterally through the wings), and yaw (the vertical axis around which the front of the aircraft turns to the left or right whilst its rear turns toward the opposite direction).
A well-known example of an aircraft designed to spin readily is the Piper Tomahawk, which is certified for spins, though the Piper Tomahawk's spin characteristics remain controversial. [30] Aircraft that are not certified for spins may be difficult or impossible to recover once the spin exceeds the one-turn certification standard.
The maneuver is performed by rolling up and away from the turn, then, when the aircraft's lift vector is aligned with the defender, pulling back on the stick, bringing the fighter back into the turn. This maneuver helps prevent an overshoot caused by the high AOT of lead pursuit, and can also be used to increase the distance between aircraft.
An aircraft is streamlined from nose to tail to reduce drag making it advantageous to keep the sideslip angle near zero, though an aircraft may be deliberately "sideslipped" to increase drag and descent rate during landing, to keep aircraft heading same as runway heading during cross-wind landings and during flight with asymmetric power. [1]
This point can be anything in that area, like a distant lake, mountain peak, or cloud. The pilot will then pull back on the stick, bringing the plane up into a brief climb. As the nose passes through the horizon, the pilot begins to apply aileron input, which is accomplished by easing the stick to either the right or the left.
A loop is when the pilot pulls the plane up into the vertical, continues around until they are heading back in the same direction, like making a 360 degree turn, except it is in the vertical plane instead of the horizontal. The pilot will be inverted (upside down) at the top of the loop.
This causes the aircraft to roll to the left and begin to turn to the left. Centering the control returns the ailerons to the neutral position, maintaining the bank angle. The aircraft will continue to turn until opposite aileron motion returns the bank angle to zero to fly straight.
Entry procedure for a steep turn involves putting the aircraft into a bank (left or right), simultaneously increasing the thrust adequately to maintain altitude, while pulling back on the flight stick or flight yoke to speed up the turning process. For Jet training an increase of 7-8% of N1 caters.