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Originally Posted by USMCFLYR
When they would come visit us at MCAS Beaufort or Iwakuni - they treated it like an emergency - not having an ILS approach available
CardioMD - the AoA of a Hornet is 8.1 for an on-speed landing
https://www.youtube.com/watch?v=7fke3t2f-9k
Is that "huge" AoA to you?
The Hornet guys are flying AoA/Ball all the way down, but I'm unsure whether the Viper guys are or not - I didn't think so but I never got a ride in one - only flew the sim.
Don't make me break out the integrals and lifting line element theory!
Not sure what you are arguing - going back to aerodynamics looking at a CL curve for a high performance jet is significantly flatter than the big peaked CL for a Cessna (Cirrus would be somewhere in between). Similarly the Cd would have a large increase for a Cessna, moderate for a jet.
My non-induced drag (e.g. form drag) would become extremely large at higher speeds while yours would remain low and your speed would build.
Thus on a Cessna approach lift builds extremely rapidly with increased AOA, drag keeps airspeed low, so the equilibrium point with minimal power at initial approach speeds (say 90-100 kts) is extremely low AOA during approach. With a slip on final Cessna is even further many degrees nose low, pointed toward the ground. We are usually on front side.
The Cessna approaches are at low AOA, often nose-down in attitude. Go back and fly in a 172 with 30 or 40 degrees, they are generally significantly nose-down on final, and the F18/F16 is clearly nose up. Cessna airfoil large lift reserve adds to safety, which is why GA low performance airfoils generally do not need AOA indicators. You guys spend more time "behind the curve" with high induced drag to work that airfoil to get the lift to fly slowly. Compare this to the Hornet.
http://www.youtube.com/watch?v=OEbmeOjG8PQ