We're not going there. Again. Oh, the brain cells wasted . . .Sort of like that airplane on a treadmill thing...
In a -45 you are not actually trimming to AOA like you are in an -18. in a 45, the trim sets where neutral stick position is which means where the stab is. When you roll out in the grove, a different stab position is required than what was holding you on speed downwind.
Those four words sum it up nicely. Comparing trim v optimum A/A procedures of different type aircraft, is comparing apples to oranges.Different airplanes behave differently.
You have spoilers in a Hornet?
Each airframe is unique in the way it responds to power in the dirty configuration. The F-4 was incredibly speed stable and was as close to a 100% left hand airplane on the ball as any I've flown. The F-14 required constant small attitude adjustments to remain on speed while making power corrections. The T-45 is somewhat in-between ... I tell my students it's an 85% left hand airplane; mostly power corrections with minute nose corrections. As your power is reduced approximately 3-400PPH on glideslope versus level, the neutral trim point is effected slightly.Alright, I've never been accused of being the sharpest knife in the drawer, but this has me somewhat confused...
If I am flying downwind in a Clown Jet, configured gear down, flaps full, boards out and trimmed on-speed (which is a big assumption for my SNA self, I realize)...and I roll into my approach turn without touching the trim, shouldn't I be on speed once again when I roll out of the approach turn on the ball?
What I'm seeing is that the jet seems to need a few clicks of nose-up trim on final to keep from going fast, even though it was trimmed on-speed on the downwind. My question is why this happens? Shouldn't the jet seek the same AOA it was trimmed for regardless of whether I am climbing, descending, flying upwind, downwind etc...
Yes, Scoober, I realize I'm completely geeking out...