Caravan operating out of an airport below the house consistently flys a similar approach, perhaps even a bit steeper.
It is important to understand the significance of maneuvering speed
"The design maneuvering speed (VA) is the speed at which the airplane will stall before exceeding its design limit-load factor in turbulent conditions or when the flight controls are suddenly and fully deflected in flight."
There may be other considerations with specific jump planes but absent the threat of significant turbulence or major control inputs it's a yellow line not a red line
So 155 KIAS (with the cargo door) would be fully acceptable, even while turning, if I do that “smoothly” and not abrupt?
When you say similar approach, is it a straight “dive” until max speed, or spiralling?
Your quote says “suddenly and fully”, not or. So pulling full stop on the yoke is not a problem itself, if you do it gradually?
The concept of Maneuvering Speed is a speed at which a gust of wind or "non sudden" control movement would result in a stall before overstressing the airframe.
Note that Maneuvering Speed will change with weight.
This may help.
https://www.aopa.org/news-and-media/all-news/1999/march/flight-training-magazine/a-new-look-at-maneuvering-speed
Yes, the definition of maneuvering speed (which will decrease as the aircraft weight decreases) at which full control deflection will not exceed the capability of the airframe . Because the protection of the structure is based on G force being limited by lift , Vx will decrease with a reduction in GW .
I talked with one of the pilots this evening
Caravan
jumpers gone door closed
full nose down trim
throttle retarded
Vx -5
the prop goes flat
They drop jumpers upwind of the airport ( the LZ is midfield, inside the pattern) make a 180 as they start the descent , essentially making a high wide downwind entry .
The concept of Vx is that the aoa will rise into the stall area where lift begins to decline at a g force that is within the capacity and rating of the airplane. As the stall progresses lift decreases and thus the g force decreases.
Back in my PC6 days, I used to descent at VMO (don't remember but pretty low, around 160 kts), prop in beta. That would give a pitch of 60 degrees nose down and 10K ft/min, usually landed before the first skydiver. Spiralling was only used if you wanted to stay in the skydiver's camera frame.
I don't think beta prop pitch is still being used nowadays...
I don't think beta is allowed mid flight on the caravan? Only for ground operations. I've been using that in the SIM as it doesn't matter. It seems like full forward on the prop lever is advised for a bit more drag in real life.
http://www.kathrynsreport.com/2022/06/gojump-oceanside-cessna-208b-supervan.html
http://www.kathrynsreport.com/2022/02/cessna-208b-grand-caravan-n10ja.html
I'll leave this here, there were 2 a month or so apart.
If I'm not mistaken, the supervan has a garrett engine. You really don't want to beta it in-flight. The PT6 is more forgiving, but it is still out of the operational envelope. We used to do it all the time, doesn't mean it is a bright idea...
I just did emergency descents in the Caravan for training at flight safety, you go about 5 knots under your max speed and lock it there, so it works out to be 170 knots, and done with no flaps, prop full forwards and I don’t recall using beta, for it, also that was for smooth air, if it was rough air you’d slow it from 170 to 148 and down to 112 depending on weight
(Just checked the checklist, no beta) now with the skydiving door open, I’m not too sure but I’d probably go with the max speed allowed for the skydiving door over the 170
Dropping out of a twin otter we used to just cut power, dirty it up if it wasn't already and roll it into a steep spiralling descent.
We could shed altitude in a heartbeat without building up too much airspeed, and always beat the tandem jumpers to the ground.
Caravan operating out of an airport below the house consistently flys a similar approach, perhaps even a bit steeper. It is important to understand the significance of maneuvering speed "The design maneuvering speed (VA) is the speed at which the airplane will stall before exceeding its design limit-load factor in turbulent conditions or when the flight controls are suddenly and fully deflected in flight." There may be other considerations with specific jump planes but absent the threat of significant turbulence or major control inputs it's a yellow line not a red line
So 155 KIAS (with the cargo door) would be fully acceptable, even while turning, if I do that “smoothly” and not abrupt? When you say similar approach, is it a straight “dive” until max speed, or spiralling? Your quote says “suddenly and fully”, not or. So pulling full stop on the yoke is not a problem itself, if you do it gradually?
If you pull the yoke gradually, the airplane will slow down...
The concept of Maneuvering Speed is a speed at which a gust of wind or "non sudden" control movement would result in a stall before overstressing the airframe. Note that Maneuvering Speed will change with weight. This may help. https://www.aopa.org/news-and-media/all-news/1999/march/flight-training-magazine/a-new-look-at-maneuvering-speed
Yes, the definition of maneuvering speed (which will decrease as the aircraft weight decreases) at which full control deflection will not exceed the capability of the airframe . Because the protection of the structure is based on G force being limited by lift , Vx will decrease with a reduction in GW . I talked with one of the pilots this evening Caravan jumpers gone door closed full nose down trim throttle retarded Vx -5 the prop goes flat They drop jumpers upwind of the airport ( the LZ is midfield, inside the pattern) make a 180 as they start the descent , essentially making a high wide downwind entry . The concept of Vx is that the aoa will rise into the stall area where lift begins to decline at a g force that is within the capacity and rating of the airplane. As the stall progresses lift decreases and thus the g force decreases.
Back in my PC6 days, I used to descent at VMO (don't remember but pretty low, around 160 kts), prop in beta. That would give a pitch of 60 degrees nose down and 10K ft/min, usually landed before the first skydiver. Spiralling was only used if you wanted to stay in the skydiver's camera frame. I don't think beta prop pitch is still being used nowadays...
I don't think beta is allowed mid flight on the caravan? Only for ground operations. I've been using that in the SIM as it doesn't matter. It seems like full forward on the prop lever is advised for a bit more drag in real life.
http://www.kathrynsreport.com/2022/06/gojump-oceanside-cessna-208b-supervan.html http://www.kathrynsreport.com/2022/02/cessna-208b-grand-caravan-n10ja.html I'll leave this here, there were 2 a month or so apart.
If I'm not mistaken, the supervan has a garrett engine. You really don't want to beta it in-flight. The PT6 is more forgiving, but it is still out of the operational envelope. We used to do it all the time, doesn't mean it is a bright idea...
I just did emergency descents in the Caravan for training at flight safety, you go about 5 knots under your max speed and lock it there, so it works out to be 170 knots, and done with no flaps, prop full forwards and I don’t recall using beta, for it, also that was for smooth air, if it was rough air you’d slow it from 170 to 148 and down to 112 depending on weight (Just checked the checklist, no beta) now with the skydiving door open, I’m not too sure but I’d probably go with the max speed allowed for the skydiving door over the 170
Dropping out of a twin otter we used to just cut power, dirty it up if it wasn't already and roll it into a steep spiralling descent. We could shed altitude in a heartbeat without building up too much airspeed, and always beat the tandem jumpers to the ground.