By technicality in physics, the flaps down means that the higher the airspeed the more nose up attempt by the aircraft. By the same point, the "elevator control" placed in a nose down position will allow the aircraft to be kept lateral (neither nose up or nose down). However, keeping it lateral means that too much power will either rise the aircraft (laterally as it is sped) or nose down after decrease of power. With full flaps down angle, it should be possible to maintain sinking and the control column in a nose down actuating setting but the aircraft remain lateral. This point would be perfect for high risk wind saw of a tail wind, because the nose would be struck upward by a tail wind , and excess forward wind would be gathered on the flaps. Therefore, after sinking with those control positions, to prevent nose down (or air breaking nose up) when it actually occurs means powering up the engine rpm for a brief period of moments.
By technicality in physics, the flaps down means that the higher the airspeed the more nose up attempt by the aircraft.
By the same point, the "elevator control" placed in a nose down position will allow the aircraft to be kept lateral (neither nose up or nose down).
However, keeping it lateral means that too much power will either rise the aircraft (laterally as it is sped) or nose down after decrease of power.
With full flaps down angle, it should be possible to maintain sinking and the control column in a nose down actuating setting but the aircraft remain lateral.
This point would be perfect for high risk wind saw of a tail wind, because the nose would be struck upward by a tail wind , and excess forward wind would be gathered on the flaps.
Therefore, after sinking with those control positions, to prevent nose down (or air breaking nose up) when it actually occurs means powering up the engine rpm for a brief period of moments.
oh boy
Interesting video and great airplane, what engine are you running, thx
Engine is a Bob Barrows O-540.