Windjammer
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Bombed up and ready to deliver.
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A nice headshot of a PAF Block-52 F-16D.
Bombed up and ready to deliver.
A.o.A
Sir i have some queries. No one is answering them in forums.
How many no of f-16s have been upgraded to mlu standard till now
They said they'll upgrade one per month so it should be more than 12 by now in turkey.
Any news about new submarines?
when fourth f-22p frigate will be handed over?
An old but much clearer image of one of the first Block-52s to arrive in Pakistan.
Here you can see why the F-16 keeps it's nose up longer after touchdown as the shape of it's underside acts like an air-brake.
The F-15 also uses this tactic...
I'm not sure dear since the F-15 has a giant air brake on it's spine where as the F-16 has them adjacent to it's elevators.
It is called 'aerodynamic braking'...An old but much clearer image of one of the first Block-52s to arrive in Pakistan.
Here you can see why the F-16 keeps it's nose up longer after touchdown as the shape of it's underside acts like an air-brake.The F-15 also uses this tactic...I'm not sure dear since the F-15 has a giant air brake on it's spine where as the F-16 has them adjacent to it's elevators.
To sum it up, aerodynamic braking during landing is to use as much of the body to create as much drag as possible. On the other hand, as the above section stated, if pitch up attitude is too high but there is not enough engine thrust for take-off, then no matter how much pitch up to create drag, there is just enough lift to spin the wheels but not to slow down the aircraft, resulting in a longer landing roll. There must be a balance between aerodynamic drag and actual physical drag between tire rubber and runway.For a soft-field takeoff, how high should a pilot hold the nose? During a soft-field landing, how much aerodynamic braking is enough? Expect your examiner to ask such questions. In your answers, remember that controllability is the overriding concern. Examiners often hear applicants recite that a nose-high attitude transfers weight to the wings as quickly as possible on takeoff, then in flight see them succumb to the "more is better" philosophy that leads to scraping the tail-tiedown ring as a sacrifice to the god of lift. These souls forget that drastically increased angles of attack create so much drag that the ground roll increases dramatically. The Airplane Flying Handbook (FAA-H-8083-3) reminds applicants, instructors, and examiners that, "As the airplane accelerates, enough back-elevator pressure should be applied to establish a positive angle of attack and to reduce the weight supported by the nosewheel." The idea is to reduce, not eliminate, weight on the nosewheel.
It is a balance initially difficult for a student pilot to achieve and in trying to find that balance, there would be a few hard hits on the nose gear. I know it took me a few landings to learn to find that balance. Maintainers hate it when the nose strut leaks because of those hard landings.
Some aircrafts, civilian and military, will allow you to have high enough landing AoA, to actually have enough of the aircraft's weight on the main gear to give you both aerodynamic and tire drag. The trick lies in knowing your aircraft, how to 'play' the throttle, and how much nose-up (flare) to make upon weight-on-wheels (WoW) on the main gear. Of course, landing weight is a factor, if a -16 came back still with ordnance because of no targets, like how often that happened during Desert Storm, then that would affect his landing speed, weight, and how much nose-up AoA he can produce without stalling. THAT would be absolutely embarrassing.That was gonna be my next question, you answered it before I even asked...thanks.