The difference is the delta between Vx/Vy and Vs. In a jet, you have more speed (greater delta between Vy/Vy and Vs) to trade for altitude when compared to a small GA aircraft. That is the difference, not physics behind drag. Also, given that kinetic energy is proportional to the square of the speed, at higher speed, for the same delta, you can gain more potential energy for the same delta in airspeed.PilotDAR wrote: ↑Thu Oct 29, 2020 8:02 amWhat I'm talking about is not that, it's a pilot who has chosen to climb more slowly than Vy to begin with. Anything to do with Va, or hundreds of knots is outside the scope of the discussion, as would be pitching up at all following an engine failure in the climb in a GA plane. It's more a matter of how quickly and how far you'll have to pitch down to glide accelerate to a speed from which you can safely flare and land, and how much altitude you're going to loose while you do that.well coordinated increase in pitch attitude allowing the airspeed to bleed off to no less than Vx or Vy
Assuming that KCAS is roughly equal to KTAS (low altitude, ISA), a Cessna 150 (Vx=55 kts; Vs=40 kts) have a zoom capability of 67 ft. A Tutor (Vx=120 kts; Vs=90 kts) has a zoom capability of 280 ft. It's not necessarily about zooming per se but more about demonstrating the excess energy above stall speed (which buys you time).