IvanK,
This was my reply to you on the buffet subject. I would encourage people to read that thread. Some good information and some good insight. Stability and control is just about my favorite subject when I was in school. It always amazed me how much of difference it makes in the outcome of an aircraft. you can have the best performance on paper that is unrealizable in the air, all due to stability and control issues. It was such a new thing during WWII, too.
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Originally Posted by Crumpp
Why do you think I disagree with you?
Yes the correct technique to achieve maximum rate of turn performance without FBW is to fly to the first indication of flow separation and back off to the point just before that flow detaches.
Tell me this, does CoD model the effects of the stick shaker zone or does maximum rate of turn performance occur at 2D CLmax?
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http://forum.1cpublishing.eu/showpos...&postcount=174
I told you the truth. I was not disrespectful. I just backed up what I had to say and did not back down.
It was not "technically correct but historically inaccurate". It was just correct.
Is that like a new classification of information? Ha ha ha!! While this is correct, it is not historically correct, historically, they were wrong but right as I see it because technically they were not correct.
All I said was this:
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Ideally the very first hint of it...... No, Ideally you have none at all and are at the point just before any buffeting occurs. That is also what the Spitfire Mk I notes relate
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From CAA Flight Instructors Guide:
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Secondly, you should be aware that experiencing any buffet will reduce the rate of turn because of its effects on drag and L/D ratio. Therefore, if the stall warning is not operating, and the lightest of buffets is used to determine maximum CL, performance is degraded, and the aeroplane will not be turning at its maximum rate.
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http://www.caa.govt.nz/FIG/advanced-...ate-turns.html