Forum: F-22A Raptor

Elite Joined: Dec 19, 2005 Posts: 615 Status: Offline

Raptor_One wrote:

Corsair1963 wrote:

johnwill wrote:

Raptor claw, there was no intent to criticize your post. In fact, it is clear that you are very well grounded in all aspects of flight control, more than I certainly. I was just trying to reinforce your arguments, as I know you already knew what I was saying.

I'm retired now, so don't have direct contact with the F-35, but friends working on it tell me the control system is a real advance over anything else flying, and uses every control surface to give the pilot exactly what he asks for. Sounds great, but a can of worms for a Loads engineer trying to develop a set of design loads for the structure.

What are your friends general impression of the F-35 program? Of course without disclosing any classified material..............Are they excited? What do they think of the many critics out there? Do they think its a worthy successor to the F-16? Just looking for general answers...........

John said that he is retired, so I'm guessing his friends weren't giving him classified opinions on the F-35 program. Smile

I wasn't implying that they did or would give him classified information on the F-35. Yet, some information may still not be approriate for this discussion. Regardless, its up to him and let's leave it a that........ Cool

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When maneuvering, any airplane rotates about its center of gravity, in all three axes. Turn rate is a function of true airspeed; the faster you're going, the slower the turn rate. G-loading is a function of bank angle, and without looking at my pilot charts from years ago, the angles/load factors presented here seem to be about right.

What makes an airplane turn is the horizontal vector of the lift created by the wing as it's banked. Lift ALWAYS is 90-deg to the wing. If you bank the wing, some of its lift is vectored horizontally (this is what actually pulls the airplane through the turn), and because of that, the nose will fall if AOA is not increased. When AOA is increased the G-load goes up and the airplane maintains altitude.

At 90 degrees bank, there is no vertical vector of the wing's lift. It's all horizontal and there is NO lift from the wing to hold the airplane in the air. Gravity would act against the downward wingtip. The airplane would rely on whatever lift it could get from the side of the fuselage (probably none) and gobs and gobs of thrust to maintain altitude. Next time you're at an airshow, notice that when the YAK or Extra 300 comes by on the "knife edge" at 90-deg bank it's quite nose up in YAW to vector the engine thrust against gravity. Same thing applies in a turn at 90-deg.

Forum: F-22A Raptor

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