[Crumpp]

I suppose a slow onset might enable the carburettor to stay with it a little longer but are we splitting hairs?

Yes the onset rate is extremely important. Very rarely do you experience gradual onset rates in an airplane depending on the definition. That is why I asked IvanK about the onset rate information in the report.

Even wind gust will accelerate an airplane at Rapid Onset Rates:

MISCONCEPTION

Pilots notice that a heavily loaded airplane rides smoother in turbulent air. They perceive this as an indication that the airplane should be loaded to its maximum whenever turbulence is expected. This is a bad assumption.

Consider an airplane that has a maximum allowable gross weight of 3,000 pounds. If it encounters a +30 fps gust that results in an additional 2-g load factor, the airplane experiences a total of 3 Gs load factor. Multiply the 3-g load factor by 3,000 pounds and the wings are supporting 9,000 pounds.

Assume the airplane is loaded to 1,500 pounds and that it is subjected to the same gust. With half the inertia, the gust acceleration is doubled, causing the airplane to experience a 5-g load factor (4-g force plus 1-g level flight). Multiply 1,500 pounds by 5 gs and the wings are supporting 7,500 pounds.

The lightly loaded airplane is subjected to 1,500 pounds less load when encountering the same gust. Even though the heavy airplane realizes less load factor, it incurs more strain. The pilot recognizes load factor; the airplane recognizes load.

http://law.justia.com/cfr/title14/14...1.3.164.7.html

That being said, GOR has a very broad definition and is generally defined in any study. It is the onset rate that tells us how much time it takes to reach a specified load factor.

GOR's definitions that I have seen range from .1G/sec to 4G/sec. That would range from ~ 9 seconds to .225 seconds before cut out.

Well, unless I misunderstand my long-ago mechanics/physics classes, G is acceleration which is all about change of state versus time so 0.1G is 0.1G however fast you get there.

No klem, the aceleration in this case is a fixed point but does not define the rate at which we reach that point. I think you should understand that airplanes arrive at that small a load factor very very quickly under the vast majority of flight conditions. Even transitioning from a climb to level flight will result in reaching that .9 load factor in less than a second unless a pilot makes a careful effort.

I would take you flying and you could watch the G-meter in my aircraft. When I reset it at the end of flight, it is generally ranging from ~(-)1.5G to (+)2.5 just in normal operations on a cross country trip.

Cut out will occur in a fraction of a second and is instantaneous from the pilots point of view.

I am sure you can see the distinct tactical disadvantage of a fighter trying to dogfight with a float carburetor fuel metering system.