This is something that you would understand completely, once you read Stick and Rudder, and that's why it was mentioned in this thread. 

 

LOL! Stick and Rudder is here on my shelf and fully read on a number of occasions. It is fundamental without doubt but also oversimplified My post was to somewhat challenge another member's post.  Please read my signature at the bottom of my posts.

What are you disagreeing with here? The fact that I called it boring, or the supposition that I'm calling it worthless?

And your choice of pizza toppings is also incorrect. Ima hafta take a half point for your choice of ice cream, too. The correct answer was French Vanilla.

LOL! Stick and Rudder is here on my shelf and fully read on a number of occasions. It is fundamental without doubt but also oversimplified My post was to somewhat challenge another member's post.  Please read my signature at the bottom of my posts.

 

Ahhh, I see what you did there, hehe!

 

The key issue here is not speed, it's ACCELERATION, that is: CHANGES in SPEED AND DIRECTION (direction in 3 dimensions, not only headwind/crosswind, but also down/up wind)

 

As long as the mass of air has no acceleration, there's no aerodynamic effect on the aircraft.

Ahhh, I see what you did there, hehe!

 

The key issue here is not speed, it's ACCELERATION, that is: CHANGES in SPEED AND DIRECTION (direction in 3 dimensions, not only headwind/crosswind, but also down/up wind)

 

As long as the mass of air has no acceleration, there's no aerodynamic effect on the aircraft.

 

Your last sentence, there are many pilots some flying for decades, that don't get that.....Sad. 

 

 

Your last sentence, there are many pilots some flying for decades, that don't get that.....Sad. 

 

Love it! So now the topic might revert back to a discussion of IAS and pitot tubes........

Ah yes, power vs pitch. The issue is so complicated that autothrottle engage is not recommended while A/P disengaged and handflying. It can get confused.

 

 

The issue is so complicated that autothrottle engage is not recommended while A/P disengaged and handflying. It can get confused.

 

Not really (and also very type-specific).

 

On some types this is the recommendation because of the pitch-power couple which can be destabilising (pilot makes pitch input, A/T changes power which results in pitching moment which pilot then has to fight, etc). Not the case on all types by any means though (B777/B787/Airbus A320 series & later/etc etc etc all come with the recommendation to have the A/T engaged at all times including when hand-flying, and I seem to recall it was also standard on Concorde).

 

Not really to do with the issue of pitch vs power for glidepath management.

Ah yes, power vs pitch. The issue is so complicated that autothrottle engage is not recommended while A/P disengaged and handflying. It can get confused.

 

The Delta Check Pilot ( a senior one at that) strongly recommended the use of the AT when hand flying the approach.....which is what I did by the way after he told me that, and still do. 

On those types where pitch coupling might pose a problem, it is only during the approach phase, when you have glidepath management and more susceptibility for wind gusts at the lower airspeeds. In the 737NG it is a debated issue and also depends on airline policy or so I have read. Some of you will definitely know better.

Not really (and also very type-specific).

 

On some types this is the recommendation because of the pitch-power couple which can be destabilising (pilot makes pitch input, A/T changes power which results in pitching moment which pilot then has to fight, etc). Not the case on all types by any means though (B777/B787/Airbus A320 series & later/etc etc etc all come with the recommendation to have the A/T engaged at all times including when hand-flying, and I seem to recall it was also standard on Concorde).

 

Not really to do with the issue of pitch vs power for glidepath management.

 

While I completely agree with you, I'd recommend new simmers to handfly with all automation off, at least to get a sense of how the aircraft handles when you control all 4 degrees of freedom manually. I personally like to hand-fly the 777 in FSX with AT off even if that's not the recommended technique.

 

 

I personally like to hand-fly the 777 in FSX with AT off even if that's not the recommended technique.

 

Agree, but I couldn't do this if I wanted to with my old Microslop Sidewinder joystick.  Since making a big investment in quality controllers, I find it pretty straightforward to allow A/T to take a break and let me hand fly the approach.