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Does a former P-3 Orion pilot count? Roughly 1000 hours, including trainging in P-Cola and Corpus Christie. Flew out of Moffett Field near San Jose, CA. Two deployments - one to Okinawa (interesting place) and one split between Misawa (northern Japan) and the Persian Gulf (based in Misirah, Oman). Here's an ironic photo, given this forum's theme...US plane to the right of Japanese MSDF plane.

told you i'd screw up the photo attachment...good thing P-3's carried an Inflight Tech....

Army Helo Pilot (CW3) 3000 hours. Safety Officer, Aircraft Accident Investigator, OH-58, Uh-1, UH-60. Arty FO, Lots of Cav, and Medivac exp. Retired now.

My computer handle (Blades) was given to me by Steve Cole of Amarillo Design Bureau (Star Fleet Battles) during Desert Storm for my helo backround.

Only ship landings were in Montery Bay on some Amph assault ships. Only combat was Panama, took a couple of bullet holes.

"In a single eng aircraft, dont fly under clouds the sun wont shine through, and dont fly further over water then your willing to swim ashore."

Okay, here's a couple questions for those who know (I don't). The "ashless dispersant oil" straight grade stuff that seems standard in most reciprocating engine planes--is that stuff synthetic, partially synthetic, or regular dino? Also, why is it a straight grade when aircraft are flown in all sorts of temps/weather and at varyin RPM's/manifold pressure/temps, etc...I mean, wouldn't a synthetic 10w30 or something be better?

Another question: why is it that, in straight, level, unaccelerated flight, that lift equals weight and thrust equals drag? If the plane is moving forward, isn't thrust overcoming drag and therefore the stronger force?

Finally, why do many new airplanes still use a dang carbureutor when fuel injection would make the engines more reliable and less susceptible to icing, and why don't more planes use computer controls etc. to do away with having to readjust mixture at altitude?

The difficulty of landing a Cessna 172 with a slight crosswind makes me have worlds of respect for the aviators who did on a 700 foot long carrier deck in a pitching sea

Hmmm.. kinda guessing here... but I would guess that a pilot landing on a small airfield has more problems with cross winds that a carrier-based one. After all, you can steer the carrier, right?

But then, I don't have the slightest idea if winds at sea tend to be more unruly than at land.

F.

rlc27,
you answered your own question...you assumed "non-accelerated"....from high school physics (or was it college? damn, getting old...), F=ma.

Or, for airplane, F(Drag) + F(Thrust) = ma = 0, since "non-accelerated".

For acceleration ("a" on the right side of the equation) to be zero, the two left forces must be equal and opposite.

Geez, I just sprained my brain....friggin physics....that's why most pilots fly "by-the-seat-of-of-their-pants" and don't waste valuable brain cells on this stuff. We need all we can save for the beer. [:D]

This thread reminded me of an event I participated in....we launced some old WWII aircraft from the deck of the USS Carl Vinson in San Francisco Bay during the commemeration (sp?) of the 50th anniversary of VJ day in 1995. I was assigned to the Operations Department (Combat Center) at the time. Very stirring to see these old birds take off....not a dry eye on the deck. Hope you can make out some of the planes...

Well, since we're wainting for "The Thing That Must Not Be Mentioned"....

ORIGINAL: rlc27

Okay, here's a couple questions for those who know (I don't). The "ashless dispersant oil" straight grade stuff that seems standard in most reciprocating engine planes--is that stuff synthetic, partially synthetic, or regular dino? Also, why is it a straight grade when aircraft are flown in all sorts of temps/weather and at varyin RPM's/manifold pressure/temps, etc...I mean, wouldn't a synthetic 10w30 or something be better?

Ashless Dispersant oil is good old ferns and dinosaurs. There are multi-grade synthetic aviation oils available for aircraft engines but it's the owner/operators choice which to use and the synthetic is much more (like twice as much) expensive. And in my Cub, it made the engine run too cool ! - Oil temperature guage barely lifted off the lower peg - so back to good old Aeroshell 100W

Another question: why is it that, in straight, level, unaccelerated flight, that lift equals weight and thrust equals drag? If the plane is moving forward, isn't thrust overcoming drag and therefore the stronger force?

Kwik E Mart has the physics right. If thrust exceeded drag, the aircraft would accelerate (and drag increase) until thrust and drag balanced.

Finally, why do many new airplanes still use a dang carbureutor when fuel injection would make the engines more reliable and less susceptible to icing, and why don't more planes use computer controls etc. to do away with having to readjust mixture at altitude?

Expense. As a general rule carbureutor engines are less costly to purchase and maintain. Obviously, fuel injected engines have advantages that justify their additional cost and complexity. Ease of starting when they are hot is not one of them.

Michael

P.S. Dunkamoto, I always found flying taildraggers a "humility building exercize" The Howard sounds neat - seen 'em, never flown one.

My friend says I need to learn in something slower like a champ or cub. The Howard is real stable and very sensitive to rudder. It is so nice to hear the rattle of a Wasp radial up front. The one he has was an air ambulance version with a bigger door.

Have been playing both UV and WiTP since the beginning though lately I am in a rut.

I fly FA-18C/D/E/F's for the Navy. Two deployments one to OEF the other to OIF. Don't have much time in those little things. Too scary...[X(]

The Elf