There was gouge numbers most E-2 pilots know/knew for on-speed in different configurations (most common being 20degree / 2/3 flap) but the E-2 also felt "Weird" when it was slow. Hard to describe exactly, but you'd have a bit of a leaning back sensation, and you'd be way up on the power.
Problem with the Prowler is that it's more or less neutrally stable in pitch in the landing configuration. Slow? Fast? The jet doesn't care; it'll just stay there until it's told to move. One of many aerodynamic head-scratchers about the Flying Drumstick. The Goosehawk will at least attempt to return to onspeed if you stop squeezing the black out of the stick and trim properly.
I do fly the a320. What is interesting is that there is a procedure for CFIT that requires full aft stick and max thrust. You then sit back and the computer flight laws give you best possible climb. The caveat is that if your pitot is not working then you are in a degraded situation. The other thing that was interesting is that the stall warning only works up to a certain AOA. They were above it and when they relaxed the back stick the AOA fell back into the warning zone so they pulled. There is no substitution for situational awareness.
I don't gnats ass the on-speed A/S calculation. I know what the airspeed should be at max trap. Other than that, I just sanity check it. I know that I should be looking at 8* NU with 0* FPA on-speed on downwind (0 VSI), and I use that as my primary sanity check.
What cool-aid man is alluding to is that in the Hornet the AOA is measured in actual degrees using the aircraft waterline, rather than some artificially-derived "units" like in most other aircraft. I think on-speed in the T-45 was something like 19 or 20 "units," correct? I also remember hearing rumors that the onspeed for the goshawk was intentionally made a little faster to add in a safety margin to prevent stalls.
17 units. Flies fine at 20, but not much margin. E-2 is 20 units Sent from my PH44100 using Tapatalk 2
We have one (both sides), they usually work, sometimes they even match each other...but I never use the damn thing... Usually just another gauge the FE can pull the CB on to check our instrument scan...
Right. If you looked at them, you might actually touch down (and stay down) within the first 1000 ft of the runway.
AOA in the P3 was always handy to me for max endurance and max range airspeed and no flap landings. (AOA approach by another name). I used to love it when FEs would bust out the charts, 3ps would start using gouge formulas and I would be on speed on AOA before anyone was done figuring out the "right" way. Seriously underused gauge in the Trizzle.
It's funny to hear you guys talk like that because AOA is so second nature to the jet guys. Maybe some of the trivia-meisters in your NATOPS shops could focus a little less on "how many piece of wood are there in the P-3" and more on a gauge which is actually useful in flying the aircraft?
When I read this, I imagined someone saying it in a room full of trivia meisters (from any community, really), followed by this sound:
The trivia goonery and relative lack thereof made me glad that while VAW is between Tacair and P3s in the dork continum, at least we were more like TACAIR on the pilot side Sent from my PH44100 using Tapatalk 2
Woah, woah, woah....the P-3 community has standards to maintain and they have nothing to do with flying. This was one of my crusades as an IP...you can judge my success by my current duty assignment.
If the AOA isn't pegged at 19 units while on deck, at rotate, at max range a/s, and at max endurance, maybe it'd get a little more love. Some birds have an accurate gauge, and some are retardedly wrong. I reference it regularly, and constantly piss off maintenance writing up AOA gripes.
