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EriktheF-16462 wrote:

rumors, gotta love um. Thanks for bringing the truth. Still 1100 more than most A/C. Does it use a new fluid?

Exact same fluid as a 16. The do have a nasty tendency to bleed over from sys1 to sys2.

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Sounds like a 2nd gen 16 to me.

A very popular misconception I've recently come across is the defination we're using, "manuverability", it is the ability of the aircraft to perform with quality, and ease while maintaing structural stresses imposed through it's performance.

Controllability, is the capability of an aircraft to respond to flight control input.

Corrections to conditions of flight that were disturbed. They are the following:

1) Static Stability -

a) Positive - The ability for the aircraft to return to it's normal regime.

b) Neutral - To stay in the flight regime after a disturbance

c) Negative - A departure of flight if flight regime is disturbed.

2) Dynamic Stability - A disturbance of Flight Attitude and subsequent return

NOTE: Same characteristics as static stability, its tendencies.
The center of pressure relative to cg determines this.

Performance would be the ability of the aircraft to climb, outrun, and turn, such as corner velocity, the ability achieving max "G" turn rate in degrees/sec. Instantaneous rate of turn, the ability to turn the aircraft after an initial roll. Wing dihedral would have some thing to do with this, eg. a negative dihedral such as the F-104, would have a quick instantaneous turn rate, an instability type of circumstance. A positive dehedral, like a general avaition aircraft would be not as dynamic with respect to instantaneous rate of turn. A neutral dihedral, depending upon variables such as thrust, flight control deflection magnitude, and airfoil shape can also have a good performance characteristic. A good example of an aircraft that I will be test flying for this and spin characteristics is the Pitts Special soon. Will post with in-flight photos.

Some aerodynamic spin characteristics and recovery techniques are as follows:

With a cg and gross weight limitation within the envelope for the maneuverability, the following phases of spinning are defined:

1) Incipient Phase: A spin entry, less than two complete revolutions.

2) Steady State Phase: More than two revolutions, and the aircraft
will build inertia, or begin to flatten out, which may lead to a
hazardous condition known as a "flat spin".

3) Recovery Phase: This will vary according to the following three
structural envelopes:

a) Inertially Loaded Fuselage; recovery is:

1) Rudder Opposite Rotation, and simultaneously
applying aileron into the rotation.

2) Neutral or slightly aft "stick".

NOTE: Most aircraft conditions are fuselage loaded with
the exception of transports with empty wing fuel
tanks.

b) Neutraly Loaded; Fuselage and Wing Loaded moments are
within +/- 50 in/lbs of each other, the recovery procedures
are as follows:

1) Rudder Opposite the Rotation.

2) Stick Full Down

c) Wings Inertially Loaded: Wings heavy

1) Elevator Down, Aileron against Rotation
Simultaneously.

2) Rudder Opposite Rotation

Some modern jet fighters will recover nicely on thier own, by themselves without any input at all.

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F-22 maneuverability