Old Geek
Pattern Altitude
I'm wondering if there are any guidelines for the amount of acceptable skid bank angle verses airspeed reserve above stall.
For any turn, even coordinated your main concern is load factor. Increased load factor increases stall speed. So. Dependent on your load factor, keep at least 1.3 Vs and you should be safe.
I'm wondering if there are any guidelines for the amount of acceptable skid bank angle verses airspeed reserve above stall.
No, I think you are. If you stay at 1.3Vs, you cannot stall. Of course, as you load up the plane, Vs increases, and with it 1.3Vs, so if you start at 1.3Vs in 1g flight and then load up the plane without accelerating, eventually 1.3Vs will catch up to your airspeed and the plane will stall. IOW, 1.3Vs is a moving target which depends on weight and load factor, but as long as you maintain a 30% margin over stall speed for your weight and load factor, you cannot stall, and if you don't stall, you cannot spin.Are you confusing velocity with load? I could load up at 1.3 until stall or i could unload at 1.3.
I'm sure I could skid into a spin at 1.3
No, I think you are. If you stay at 1.3Vs, you cannot stall. Of course, as you load up the plane, Vs increases, and with it 1.3Vs, so if you start at 1.3Vs in 1g flight and then load up the plane without accelerating, eventually 1.3Vs will catch up to your airspeed and the plane will stall. IOW, 1.3Vs is a moving target which depends on weight and load factor, but as long as you maintain a 30% margin over stall speed for your weight and load factor, you cannot stall, and if you don't stall, you cannot spin.
I'm confused...
Usually on a photo mission you want more bank without turning, to get a wing out of the way, let's say.
That would typically lead a pilot to slip*.
Right?
*slip being defined as too much bank for the rate of turn.
I suppose one could pull out an aerodynamics book, the aircraft manual, and a calculator, and come up with a maximum rudder deflection to use, but I don't see that as a practical solution. At the end of the day, it will be a matter of feel and "hearing the plane talk to you", and that's a matter of experience.Imagine following a river, with it on your right side so the observer can photograph it. The river makes a shallow bend to the left. You want to turn to the left while keeping the right wing down so he can get his shot. That's a skidding turn, right? Any way to know how much skid is safe?
Any way to know how much skid is safe?
I'm wondering if there are any guidelines for the amount of acceptable skid bank angle verses airspeed reserve above stall.
Imagine following a river, with it on your right side so the observer can photograph it. The river makes a shallow bend to the left. You want to turn to the left while keeping the right wing down so he can get his shot. That's a skidding turn, right? Any way to know how much skid is safe?
right. and no one will know how much is safe, except you.You want to turn to the left while keeping the right wing down so he can get his shot. That's a skidding turn, right? Any way to know how much skid is safe?
Are you taking still shots or video? If it's stills, maneuver the airplane into position for each shot or short series of shots while staying fairly coordinated. I can see how you might need to skid a turn if you were videoing but even that's going to be near impossible if you need to follow a significant bend in the river from the inside of the curve unless you have a steerable gimbally mounted camera in a pod under the airplane.Imagine following a river, with it on your right side so the observer can photograph it. The river makes a shallow bend to the left. You want to turn to the left while keeping the right wing down so he can get his shot. That's a skidding turn, right? Any way to know how much skid is safe?