Understanding aerodynamics and checkride tips, with Catherine Cavagnaro - Pilot's Discretion (ep 35)

[@scottmanley]

Definitely my kind of guest, knowing the academic side of things has been hugely useful in understanding what I need to do and why. The hard part is making my hands and feet move the controls to do that…. 😂

[@sportyspilotshop]

Thanks for listening! Seems like you might be a great podcast guest too???

[@catherinecavagnaro8]

Thanks for your kind words! I'm glad you enjoy the academic side of aviation too. Best, Catherine

[@kasm10]

Outstanding interview! Thanks for taking the time to put this together.

[@cyrouskhavari969]

What a great interview. Thank you. Too bad she is not in Colorado 😊 I would've love to had some one like her , when I was getting my ratings over 40 years ago. She is Gold !

[@hillcrestannie]

I like your videos . Keep them coming. I’m not great at math but love math . I tell everyone that you can figure anything out with math!

[@wyatt92563]

Same here. I really struggle with math. But I love aviation and seeing how math can make me a better pilot. I'm starting to embrace certain computations with an application to my aeronautical studies. Ok, my head hurts now 😆

[@drhullje]

Ms. Cavagnaro. Thank you for your podcast. I have a question about your discussion of a gust of wind putting you above your glide slope on approach and trying to correct altitude with pitch alone. You say pitching down would increase altitude and I am trying to understand why, thinking that pitching down would increase speed and lose altitude? I am wondering if pitching down in this scenario increases thrust more than drag giving more speed and lift is improved by better performance of the airfoil? Seems like I missed something important.

[@skyking1066]

When you are behind the power curve as during an approach, reducing angle of attack by pushing forward reduces total drag and allows the plane to accelerate. Because lift is proportional to TAS squared, you start to climb as you speed up.

[@drhullje]

@@skyking1066 Makes sense. Thought increase in velocity had to outweigh AOA. Thank for the clarification

[@roginutah]

​@@skyking1066 ? Why do we all cruise at 75% power, when all we have to do is lower power and pitch down? Thereby gaining all the altitude and speed we want? Help me out here.

[@roginutah]

Kind of a mis-speak there. Surprised me, too. She gets to the explanation, but... Anyway, if you get that "free altitude" from the gust and you still want to land on your target, you need to reduce power AND lower the nose to maintain airspeed (maybe slip, too!). This will create a steeper angle of decent so you can still land. I think you knew that, though. There are very knowledgeable people in the world and very good teachers in the world. Occasionally it'll be the same person!

[@catherinecavagnaro8]

Hi Jeffrey. If you fly at an airspeed below the best rate airspeed, Vy, then pushing the nose down to increase airspeed will result in a greater vertical speed. (See the shape of a vertical speed versus airspeed graph for a constant power setting in my article "Are We There Yet? Locating the Region of Reverse Command" in March 2022 AOPA Pilot Magazine, for example.) So this is opposite what we are used to on the front side of the power curve. I hope this helps! Best, Catherine

[@kevgardner8548]

Spin training comment, turns about a point commentary, spot on. You’ll cringe, but jokingly, I told my kids prior to and during training, know your 3 tables, you’ll fly ok during the balance of you career. So far so well. Worked for me for 20,000 hrs. Works for them. C150 to B777. Having said that, the lift equation should be understood by all. Value!

[@n0rg]

Geometric topology and combinatorial group theory served as the basis for her thesis.

[@jameswebb2856]

I pitch for airspeed only when power is fixed. Part 121 Captains have higher minimums The first 50 hours.

[@n0rg]

Like the bottom is falling out of the plane. Ugh!