Question to Mxmanic

On Apr 15, 6:25 am, wrote:
In rec.aviation.piloting Mxsmanic wrote:

writes:
Your research at what, at your desk in front of Microsoft Flight
Simulator?
No, my survey of the literature.

What does your "literature" say about the wake turbulance to be
found from a Cessna 172? How about a '47 Ercoupe?

In my experience as a real pilot of real airplanes, it has happened.

In the experience of many real pilots of real airplanes, it has happened.
In the course of my research, it appears to be impossible. The sources I
consulted seemed more reliable than a name on a screen.

I, and many, many other pilots have experienced it.

Yet another difference between simulated and real flight.

The altitude tolerance on a 360 degree turn is +/- 100 feet from
start to finish.
If you are not descending at the same speed as your wake, I don't see how you
can run back into it.

Because you have no context with which to even begin to understand it.

All your protestations do is show how unrealistic your flight simulator
and "experience" gained through playing flight simulator is.


I always maintained altitude and rate of turn in steep turns with the
end result being hitting my own slipstream.
Its time mixup got into an aeroplane

Mxsmanic,

In the course of my research, it appears to be impossible. The sources I
consulted seemed more reliable than a name on a screen.


Then what are you doing here?


--
Thomas Borchert (EDDH)

Mxsmanic,

My research indicates that this is not possible.


Hoho! Well then, I guess us pilots who routinely encounter this, e.g.
during something as mundane as a rental checkout, must all be
delusional.

--
Thomas Borchert (EDDH)

ROFL... Wow... Jay... you owe me a new keyboard!

Now we just need to put together a # of drinks for altitude table and
bingo, instant Hypoxia support for MSFS

Mxsmanic wrote:
Sorry, I didn't notice the 60-degree part. Sixty degrees would be 2.7 Gs,

nope, at 60 degrees you got yourself 2Gs; about 1.4Gs at 45 degrees.

So... you might want to go over your calculations again.

--Sylvain

george wrote:

I always maintained altitude and rate of turn in steep turns with the
end result being hitting my own slipstream.
Its time mixup got into an aeroplane

Who'd cleanup the vomit and brown runny stuff??? d:-))

Mxsmanic wrote:

Every reference I've checked says so. They sink at a variable rate, but
usually at least 150-200 feet per minute, sometimes much more.

Note that we were talking about turns at either 45 or 60 degrees bank; with
a typical trainer flying at, say 90 or 100 knots, a 360 would be completed
under say, 35 or 20 seconds respectively. Now, if your numbers of 200
feet per minute are correct (and don't take it personally if I have my
doubts), the turbulence would have gone down, by about 115 and 67 feet
respectively. Considering that the acceptable range of error in the PTS
for a private certificate is +/- 100 feet (for a 45 degrees of bank), it
is indeed possible to bump into your own turbulence, even using your
numbers.

--Sylvain

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In rec.aviation.piloting Mxsmanic wrote:

In my experience as a real pilot of real airplanes, it has happened.

In the experience of many real pilots of real airplanes, it has happened.

In the course of my research, it appears to be impossible. The sources I
consulted seemed more reliable than a name on a screen.

Pathetic, to say the least.

If you're doing such research, why don't you play devil's
advocate to make sure that your 'research' is right, and compare the
'names on a screen' to what is listed in the person's profile for their
log, hours flown, experience, how long they've had their tickets, etc.

However, since that is also just a 'name on a screen', with
your M.O. it is safe to assume you wouldn't count that as reliable
either.

In the end, all your research is put up by a 'name on a screen';
therefore, you can't trust that to be any more reliable than the people
here.

Your research, and your logic behind doing such research, is
flawed.

BL.
- --
Brad Littlejohn | Email:
Unix Systems Administrator, |
Web + NewsMaster, BOFH.. Smeghead! | http://www.wizard.com/~tyketto
PGP: 1024D/E319F0BF 6980 AAD6 7329 E9E6 D569 F620 C819 199A E319 F0BF

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"Mxsmanic" wrote in message
...
swag writes:

This is actually a maneuver that's demonstrated and practiced very
early in flight training, so I'm sure all pilots and student pilots
have experienced this. But your calculations are fairly correnct--a 2
minute turn won't cut it. It's usually demonstrated with a 60 degree
bank turn. I'm not sure of the timing, but i'd guess 30 sec or less.

Don't you have to descend to catch the wake? Downwash should be moving
downward at a few knots and IIRC the vortices do as well, so after two
minutes
at, say, 12 knots, the turbulence would be almost 2500 feet below you, if
you
are staying at altitude. I don't see how you could run into it.

--
Transpose mxsmanic and gmail to reach me by e-mail.

Wakes are complex in their action. Consistently cutting your own wake in
360s and figure 8s is a mark of good technique--and the altimeter reading
will remain unchanged.

Since they are covered extensively in both flight and ground instruction,
there seems little need here.

Peter

"Mxsmanic" wrote in message
...
swag writes:

This is actually a maneuver that's demonstrated and practiced very
early in flight training, so I'm sure all pilots and student pilots
have experienced this. But your calculations are fairly correnct--a 2
minute turn won't cut it. It's usually demonstrated with a 60 degree
bank turn. I'm not sure of the timing, but i'd guess 30 sec or less.

Sorry, I didn't notice the 60-degree part. Sixty degrees would be 2.7 Gs,
which seems high for a GA aircraft. If I'm not mistaken, this would allow
a
360-degree turn in about one minute at 100 kts. Still, the wake would be
a
thousand feet lower or so by then (assuming a 12-kt downwash).

--
Transpose mxsmanic and gmail to reach me by e-mail.

2.00 Gs