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Provided the bomb has the same ballistic characteristics, the mass of the bomb would be irrelevant to this. Now the weight of the actual MK82 series 500lb bombs may have a distinct effect on the maneuvering characteristics of the attacking airplane during a bombing run as opposed to carrying a load of MK76 ‘Smurf Killers’ to a target.


The actual mass alone is nearly irrelevant to its a trajectory - what mostly matters is the mass/drag ratio - so if you scale the drag correctly, it feels quite the same - at least from the operational point of view. As one does not drop bombs by sight only, a small adjustment on the computer will do the other trick.


The other answers have already correctly stated that lowering the nose is the first action, and that you do not fiddle with the configuration when stalled. I'd like to add a point relating to smaller propeller aircraft: when flying at the edge of stall, or even stalled (some GA planes are surprisingly docile even under full stall), you do not want to ...


The priority is to unload the wings: which means lower the G load on the wings because the stall speed increases with higher G loads and reduces with lower G loads until reaching 0 with 0 G. So an aircraft can stall at any speed really, it all depends on the G factor it is subjected to. That's why when you stall the first thing you should do is to lower the ...


The instinct drilled into a pilot's head from the beginning as the primary response is "lower the nose" to lower AOA. If you learn in a glider, that's the only option, so it's easy to drill the instinct into peoples' heads (one reason that glider training before power is so good for pilot skills later). In a power plane, it's lower the nose and add as much ...


The priority is to reduce the AoA. This can be done in several ways (changing the attitude by lowering the nose, changing the chord line by lowering the flaps, thus reducing the effective AoA, increasing the airspeed by opening the throttle, thus lowering the effective Aoa...) The choice depends on the flight conditions, and it's the pilot's choice...


Of course the airlines knew about MCAS. Do you think the maintenance manuals, maintenance program documents, tech training, wiring diagrams, and all that stuff was left out so it was totally top secret? There would be a controller, wiring and software on board even though there were no cockpit indications or controls, so certainly the techs who might have ...


Of course you can. In terms of flying skills, assuming you’re a good paraglider pilot you already have the prerequisite skill to fly paramotor. The only thing you’re missing is ground school in air law and weather. And in some countries (not the US) you are required to have license and registration. Sounds funny but is true.

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