Quote:
Originally posted by TJ:
The pilots were reacting while piloting simulations of planes with spools...

Lets see, the plane's tires were gaining circumference due to the centripedal force as they spun faster....

The contact patches were smaller, and they left the ground altogether despite the winshield's downforce...

But, the added side wind forces on the larger circumference tires forced the plane to crab...

But only on the bottom...

so it rolled over and crashed.

Yeah,...all this makes perfect sense...
The plane only crabs until touchdown. Once it's on the ground it has to point down the runway or it's in the weeds.

The tires are more round in cross section than car tires mainly to deal with the increase pressures 300psi in a tire isn't unusual. Centripedal forces don't do a whole lot to increase the circumference. The planes weight will deflect the tire more and flatten the contact patch.

The suggestion for reaction times were better than some wag out of the rectal database. (Wild assed guess pulled out of your ass) Driving you are constantly adjusting for irregularities in the pavement, winds, hills whatever. You don't even notice it because your reactions are faster than you think.

What's scary is when we test engine failures on takeoff the FAA mandates 2 seconds between engine cut and pilot reaction. 2 seconds can put you very close to being in the grass if you aren't careful. Learjet actually did this not too long ago, they wrapped a wing around a camera van taping the test.