[jerry]

Gotcha.

Not sure about the series 4. Not an engine troop. I was E&E. Gear, O2, Env, Pwr Gen. etc.

[danf6975]

gotta love load factor in in a banked level especially when you exceed 60 and you start dropping alt and airspeed when you are already a nosehair from the ground trying to tighten your turn to avoid obstruction.
but then again some crazy sob i know used to use differential thrust to tighten up until they retired him. now he teaches spin training in a super decathelon

[big shrek]

I think the most insane C-130 pilots have to be those AC-130 SPECTRE guys...

Watch one firing that Howitzer outta the back sometime...good grief.

[danf6975]

nah. that is easy stuff. see when banking an aircraft you loose your vertical component of lift and whats more is after 60 degrees of bank not only do you have that loss but your loadfactor increases exponentially meaning for all intents and purposes your plane weighs more so now you have less lift and your plane weighs up to 3 times as much ( 60 bank is equal to 2 G)
at low altitude its near suicide to do that.
now slowing a plane to a stall in the air high above is very easy as planes are designed to fly and recover without human inpute. i know it sounds crazy but its true.
so slow up a plane at high altitude so it stalls and starts falling and the first thing it will do is nose down and pick up airspeed until it regains lift.
its a balancing act.
when firing the main weapon the recoil of it slows down the plane and if you fire for about 10 seconds you will get pretty slow , possibly slow enough to stall.

[big shrek]

The Howitzer sticks out the Left side of the AC-130...they tilt the plane at whatever angle they need to aquire target, then Fire...which kicks the tail visably several feet to the right...tightening the radius of the circle they were just making. Also on board at that time were two 20mm Gatlings & one 40MM Bofors, also stuck out the left side.

Seen thru NVG's...it was Awe-inspiring to us groundpounders

And then you start thinking...what if one ever screws up and shoots at us with all that???

[danf6975]

Quote:       Originally Posted by big shrek

Seen thru NVG's...it was Awe-inspiring to us groundpounders

so when you say ground pounder you mean 11B im guessing and what nomenclature of "NVG"
see we ( and i was an 11B2V) dont use the term "NVG" nore do I know anyone that does
so could you tell me what model so i have an idea.
. the few " feet" you are talking about has almost no effect on the aircrafts ability to stay in the air where as reducing an aircraft to stall at 600 feet has a very high chance of killing everyone .
the procedure for gaining lift after a stall has been achieved is to lower your angle of attack which at that agl would put you into the ground within 2 seconds or less .

the turn does not tighten from the tail movement . a turn tightens from either slowing up or increasing bank angle which is not a function of the rudder.

btw you forgot to mention the 105 haubica

[ALR]

I think he meant ground pounder as in regular infantry soldier.
Amazing how those flap jackscrews still operated without binding up in the case of doing 2 Gs and pushing/pulling all the while forward and reversing against those forces.
Its a miracle there werent any loss of aircraft due those passed over RED X drives and guides.
Or were there?

[Ferroflame]

This is why I want to be a pilot. :]

[danf6975]

Quote:       Originally Posted by ALR

I think he meant ground pounder as in regular infantry soldier. Amazing how those flap jackscrews still operated without binding up in the case of doing 2 Gs and pushing/pulling all the while forward and reversing against those forces. Its a miracle there werent any loss of aircraft due those passed over RED X drives and guides. Or were there?

G only effects the the lift required and things that are loose or mounted that go up and down durring the G loading. we have a list of Vspeeds that say when we can and cant operate every type of equipment such as flaps and gear and things like landing gear you should be straight and level or at least in no more than 20 bank while operating so its not much.
the bank itself does not create G load as most think. its the redirection of the aircrafts nose compaired with the direction of travel of the WEIGHT of the plane not the travel of the plane. aka centrifugal force.
this is where believe it or no most pilots get all mixed up.
Unless you use elevator force to create pitch so you can maintain your vertical component of lift at the SAME time as increasing your horizontal component due to bank, you will just find yourself in an extreme slip while loosing altitude .

[wideym]

After I got out of the Army (Infantry), I joined the Air Nat.Guard as an Electronic Warfare Tech (I don't know why EW, maybe because it had Warfare in the title).

I did six months of TDY at Warner Robbins helping with the depot maintance on C130s and C141s. I blew my mind when I saw internal stuts and parts dated as far back as 1966. That was older than me and I'm 40. These aircraft weren't just flown on sunny days once a month, they have flown through rough weather, day and night, probably every one through manuvers like your at some time, and more than one rough landing. Yet the Air Force keeps them flying dispite the Fighter Mafia.

[Yogi]

I only have a few hours stick time in a 172, but I love those steep turns.