DOCSLIB.ORG

Super-Salesman.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Super-Salesman.Pdf SUPER SALESMAN EMPLOYS ONE-WHEELMANSHIP BY MIKE DILLON AT AIRSHOWS the country over a strange phenomenon is occurring. In arenas where once only fighters, antiques, and specially built acrobatic planes drew attention, a mint-fresh stock, twin-engined executive transport is stealing the show. Engines bellowing through exhaust augmenter tubes, the polished, stately Aero Commander Shrike begins its takeoff roll. Spec- tators in the stands call for hot dogs and soda, figuring now's a good time to eat so they won't miss any of the ''real" show. Gathering speed, the sev- en-place twin passes the pit area crowded with Unlimited class racing planes. The Shrike inches off the ground. Its rear folding main gear tucks quickly into the engine nacelles and the nose gear disappears into the long sharp nose. One of the race pilots, usually not impressed by such mundane type aircraft, turns to another and cautions, ''Watch this. It's real- ly impressive.`' Engines snarling, the Shrike arcs smoothly, steeply upward into a 40° pitch-up and rolls onto its back. Everyone now is on his feet scrambling for a better look. Suddenly hot dogs are forgotten as the big plane; barely 200 feet off the ground inverted, drops its nose and com- pletes the roll. This is to be no ordinary demonstration of the executive type aircraft. Now the pilot pulls his bird up into a sharp+ turnaround and swoops back down the runway. Up comes the nose and the bird clicks off a crisp eight- point hesitation roll. In the pits mechanics and pilots alike stop whatever they're doing and scurry for the flight line. The pilot flying North American Rockwell's Aero Commander Shrike has the attention of even the most veteran pilots. Bob Hoover is back in his old saddle again, selling pilots on the capabilities of his company's planes. It's a bit of poetic stretching to say that Hoover is back in because he has never really been out. Bob started with North American Aviation as a test pilot. Then, during the Korean War when our only match for the MiG-15 was NAA's F-86 Sabre, Bob's job became that of a USAF-sponsored com- pany demonstration pilot. His mission: to show our pilots how they could fight with their F-86's more effectively. More recently Bob had a civilianized F-51 which he demonstrated at air events. Hoover has flown his famous yellow WW-2 fighter before hundreds of thousands of pilots and spectators. However, NAA can reap no direct ben- efit from these demonstrations, i.e., they have no F-51’s to sell. So what more natural move than to let him try his hand at a production member of the North American Rockwell family-the Aero Commander Shrike? Bob flew the Shrike for the first time out of Oklahoma City. In a ten minute flight to a nearby airfield he became convinced the planets solid feel and quick response to the controls would enable him to do everything he need- ed for an impressive, safe demonstration. Dick Robinson, President of Aero Commander, and Bill Stinson, Director of Sales, were both anxious for Hoover to work up a routine in the Shrike, feeling it would be a superb way to advertise. Checking with Aero Com- mander`s engineering people, Hoover found the bird was stressed for 4.4 G positive. An extended practice session revealed that 2.5 G positive was all that was needed to accomplish his full gambit of air show maneuvers. Bob reasons, "With this much margin of strength, I can be sure of not over -stressing the bird even if I should encounter rough air. It isn't necessary to subject the plane to any negative G’s all my rolls are barrel rolls." Using an abandoned airfield about one hundred miles from Oklahoma City, Hoover worked his maneuvers down lower and lower. Some of Aero Commander's people who had flown out to watch were amused by a cou- ple of self-appointed critics who stopped by. One said to the other, "There's some guy trying to imitate Bob Hoover." Pleased with the ship's handling, Hoover took to the airshow circuit with it. At Reading, Rock ford and elsewhere he stepped out of his yellow F-5l and into the Shrike. The crowd loved it. So did Aero Commander. Bob's confidence in the plane's acceptance is borne out by the comments of the professional pilots at the shows. At Reno, the Shrike demonstration was the most talked about act in the entire show. And it's easy to see why. After the roll on take-off, Hoover guides the bird through a four-, then an eight-point hesitation roll. Starting from a scant twenty feet, the plane arcs up to about 150 feet, then back down till almost touching the runway. Next comes the "Tennessee Waltz", so named because Hoover hails from Tennessee. This amounts to a horizontal falling leaf, i.e., rudder in one di- rection, aileron in the other. Most impressive to see a plane of that size broad-siding first one way, then the other. It leaves one with the impres- sion that it would be almost impossible to lose control in a bird stable enough to fly through that. One-wheel landings have always been a Hoo- ver trademark and he carries this through to the Shrike. As in his F-51 show, Bob loops into a landing and also does his touch down, pull up and rolls to touch down or, as he calls them, "touch-and-rolls". But now comes the icing on the cake. Hoover shuts down one engine and repeats all the earlier F-51 maneuvers except the vertical roll and Cuban Eight with one prop feathered. Again, he demonstrates how much reserve is left if a pilot knows his machine. Deliberately he rolls into the dead en- gine-all the way around the pattern, roll after roll, with that feathered prop. Everyone expects to see a Pitts or a Chipmunk doing rolls off the deck but not an Aero Commander. By comparison, everything else pales. The Hoo- ver-Shrike routine is a show stopper. Grins Bob, "We’ll have some new stuff for 1969. I've been working with the Shrike in the desert. I've found that it's possible to do all of the maneuvers with both engines feathered. `` That we want to see! .
Load more

Recommended publications
  • Spin and Spin Recovery
    90 Spin and Spin Recovery Dragan Cvetkovi´c1, Duško Radakovi´c2, Caslavˇ Mitrovi´c3 and Aleksandar Bengin3 1University Singidunum, Belgrade 2College of Professional Studies "Belgrade Politehnica", Belgrade 3Faculty of Mechanical Engineering, Belgrade University Serbia 1. Introduction Spin is a very complex movement of an aircraft. It is, in fact, a curvilinear unsteady flight regime, where the rotation of the aircraft is followed by simultaneous rotation of linear movements in the direction of all three axes, i.e. it is a movement with six degrees of freedom. As a result, there are no fully developed and accurate analytical methods for this type of problem. 2. Types of spin Unwanted complex movements of aircraft are shown in Fig.1. In the study of these regimes, one should pay attention to the conditions that lead to their occurrence. Attention should be made to the behavior of aircraft and to determination of the most optimal way of recovering the aircraft from these regimes. Depending on the position of the pilot during a spin, the Fig. 1. Unwanted rotations of aircraft spin can be divided into upright spin and inverted spin. During a upright spin, the pilot is in position head up, whilst in an inverted spin his position is head down. The upright spin is carried out at positive supercritical attack angles, and the inverted spin at negative supercritical attack angles. According to the slope angle of the aircraft longitudinal axis against the horizon, spin can be steep, oblique and flat spin (Fig.2). During a steep spin, www.intechopen.com 2210 MechanicalWill-be-set-by-IN-TECH Engineering the absolute value of the aircraft slope angle is greater than 50 degrees, i.e.
    [Show full text]
  • Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 12-2004 Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7 David J. Park University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Park, David J., "Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7. " Master's Thesis, University of Tennessee, 2004. https://trace.tennessee.edu/utk_gradthes/2312 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by David J. Park entitled "Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems. Robert. B. Richards, Major Professor We have read this thesis and recommend its acceptance: Charles T. N. Paludan, Richard J. Ranaudo Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by David J.
    [Show full text]
  • Tiger Moth Aerobatics
    TIGER MOTH AEROBATICS By David Phillips Preamble I was recently asked to provide some notes on Tiger Moth Aerobatics to be used as an appendix to a Warbirds aerobatic training syllabus. As I wrote these notes, I was constantly aware of a feeling of: “ Well, this is how I do it, but what is the correct or ideal way … ?” I have never seen any formal notes on Tiger aerobatics. The following represents most of what I know about aerobatics in the Tiger. The vast majority of it has been taught or shown to me by others, or has been pinched from Neil Williams’s book on the subject. I think it (my brief, not Neil’s!) is probably flawed in places, and it certainly is not supposed to be authoritative. My reasons for presenting it here are mostly selfish — I would like to increase my knowledge of the subject. So I am inviting criticism of, and additions to, what I have written below. “ Additions” includes alternative ways of skinning the cat. In particular I would be keen to hear from people who grew up with Tigers, as they probably have clearer and purer recollections of the original way of doing things. Also knowledge of or anecdotes about flick manoeuvres, bunts, inverted spins and inverted flying are most welcome. For example, some flight manuals prohibit bunts and outside loops — but one of Alan Cobham’s Tigers did 1500 or so of them in the 1930s. So, if you have anything to offer on the subject please contact John King and myself via the Contact page on the website.
    [Show full text]
  • Falling Leaf Stalls
    Alternative Training Using the falling-leaf stall to teach spin avoidance BY CHARLES FITZGERALD , MCFI Many gallons of ink and acres of trees requires a fair chunk of altitude, which have been sacrificed over the to-spin- is not normally available in the typical train-or-not-to-spin-train issue. I think stall-spin accident. Third, not all train- there’s a compromise solution that ing aircraft are certified for spins. achieves many of the important ob- To these rational arguments we jectives of spin training without ac- should probably add a couple more tually putting the student into a fully that are more emotional but nonethe- developed spin. The compromise is to less true: Spins scare the daylights out demonstrate—and have the student of some students, thus further reduc- participate in executing—a series of ing the potential pool of future pilots. falling-leaf stalls. A related factor is that not all instruc- The pro-spin-training folks stress the tors have the experience to be com- idea that learning by doing is the best— fortable and competent with spins or and maybe the only way. Indeed, it’s spin training. hard to overstate the visual and physi- ological overload that a pilot feels the Spin Training Today first time he enters a spin in an airplane. All spins consist of three phases. Simulators might help the visual part, First, the airplane must stall one wing but nothing short of the real thing is and partially stall the other. In practice, going to emulate the feeling of being this means uncoordinated flight.
    [Show full text]
  • Respect, Not Fear the Value of Practicing Stalls by STEVE KROG
    STEVE KROG COMMENTARY / THE CLASSIC INSTRUCTOR Respect, Not Fear The value of practicing stalls BY STEVE KROG MENTION STALLS TO A student or established general aviation pilot and it dealt with stalls. This anxiety was then beads of sweat appear on their respective foreheads. Movies, hangar deepened by the fear of a potential spin. talk, and sometimes less than adequate flight instruction have done a What a shame these folks missed out on, in great disservice to understanding and safely practicing stalls. I know some cases, years of fun flying because of a what I’m talking about, because I was one of those inadequate bad experience that was unsuccessfully instructors when I first joined the profession of flight instruction. dealt with by the flight instructor. I had a true fear of stalls after an instructor scared me to the point that I no longer wanted to fly. Two flight lessons and I was WHERE STALLS OCCUR AND ready to give it up and pursue canoeing. Unknowingly entering a WHY WE PRACTICE THEM three- or four-turn spin out of a power-off stall was enough to con- Decades of tabulated incident and accident vince me my passion for flying was misdirected. Thankfully, another data tells us approximately 80 percent of all instructor recognized my plight and took over my training program. stall or stall/spin accidents occur in the traf- Had it not been for him, I doubt I would have gone back to flying. fic pattern, which also means they occur at Over the past decade, I’ve met with individuals who began taking an altitude of 1,000 feet AGL or less.
    [Show full text]
  • F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7
    University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2004 F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability Eric John Mitchell University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Mitchell, Eric John, "F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability. " Master's Thesis, University of Tennessee, 2004. https://trace.tennessee.edu/utk_gradthes/2372 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Eric John Mitchell entitled "F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems.
    [Show full text]
  • Pilot Training Manual
    Aviation Performance Solutions (APS) presents … Pilot Training Manual Upset Recovery Training Stall/Spin Awareness and Recovery Training Instrument Recovery Training Integrated Workbook Chief Editor Clarke “Otter” McNeace, Master CFI-Aerobatic ATP / CFI / CFII / MEI Contributors and Consultants Paul “BJ” Ransbury, Master CFI-Aerobatic ATP, CFI, CFII, MEI Philip “OP” Oppenheimer, ATP, CFI Leslie “Mo” Pogue, ATP Mike “Smo” Smothermon, ATP Karl “Schlimmer” Schlimm, ATP, CFI Hendrikus “Henk” Hoogervorst, CFI 2013 Edition APS Emergency Maneuver Training A Division of Aviation Performance Solutions, LLC www.apstraining.com APS Europe Copyright © 2013. Aviation Performance Solutions LLC. All Rights Reserved. 1 COURSE INTRODUCTION As the President of APS Emergency Maneuver Training, I would like to thank you for your decision to participate in our specialized courses of training. In preparation for your APS program, we have provided this training manual as a reference to be used at your discretion. For your convenience and future reference, we have also included a Notes section in the back of this booklet for you to jot down your thoughts during your visit. Please enjoy your stay with us and take a moment to review the resources we have brought together to provide this training... Our Commitment Our team is committed to providing the highest quality upset recovery training, aerobatics instruction, spin recovery and instrument recovery training available in the industry at the best value for your training dollar. APS Emergency Maneuver Training ensures our clients are in the hands of highly trained and experienced professional aviators. Our staff excels in quality customer service and, in addition to providing world-class training in leading-edge equipment, we put the customer second only to safety of flight.
    [Show full text]
  • STALL DEPARTURE IDENTIFICATION, RECOGNITION, and RECOVERY March 2018 6
    DOT/FAA/TC-17/56 Stall Departure Identification, Federal Aviation Administration William J. Hughes Technical Center Recognition, and Recovery Aviation Research Division Atlantic City International Airport New Jersey 08405 March 2018 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. This document is also available from the Federal Aviation Administration William J. Hughes Technical Center at actlibrary.tc.faa.gov. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. The U.S. Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. The findings and conclusions in this report are those of the author(s) and do not necessarily represent the views of the funding agency. This document does not constitute FAA policy. Consult the FAA sponsoring organization listed on the Technical Documentation page as to its use. This report is available at the Federal Aviation Administration William J. Hughes Technical Center’s Full-Text Technical Reports page: actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF). Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/TC-17/56 4. Title and Subtitle 5. Report Date STALL DEPARTURE IDENTIFICATION, RECOGNITION, AND RECOVERY March 2018 6. Performing Organization Code 7.
    [Show full text]
  • Commercial Pilot Certification Course
    Commercial Pilot Certification Course STUDENT INFORMATION Name ____________________________________________________________ LAST FIRST MIDDLE Address ___________________________________________________________ City __________________________ State_______________ ZIP_____________ Telephone ___________________ ___________________ ___________________ MOBILE HOME WORK Email ____________________________________________________________ Pilot Cert. _________________________________________________________ TYPE CERT # DATE ISSUED Emergency Contact _________________________________________________ Phone ________________________ Relationship __________________________ ENROLLMENT INFORMATION Course Title ________________________________________________________ Enrollment Date ________________ Approved School Cert # _______________ Medical Certificate ___________________________________________________ CLASS DATE ISSUED Previous School __________________ Course Title _______________________ Training Credit _____________________________________________________ FLIGHT GROUND Approval of Training Credit __________________________________________ CHIEF INSTRUCTOR Remarks ___________________________________________________________ STAGE CHECK / KNOWLEDGE TEST COMPLETION RECORD Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date ______ Stage _____ Ck Pilot ______ Date of Knowledge Test ____________ Grade ________________ ENDORSEMENT RECORD Pre-Multiengine Training U.S. Citizenship
    [Show full text]
  • MODEL BUILDER Volume 9, Number 89 $2.00 JUNE 1979
    MODEL BUILDER volume 9, number 89 $2.00 JUNE 1979 ISSN 0145-8175 • JEFF TRACY'S R/C CAP 20L-200 for big engines or reduction drives • MINI - R/C "LONGSTER" for CC>2 or .010 • "STOP THAT SAILPLANE!" • SC A LE VIEW S by WESTBURG Fokker D-VII 03 —» > “ I 0 \ 3 O U1 r* O U 1 7 *· o -t> 33 3 —· Φ *■< (V < — Φ ►—· CL 1 r+ • Φ P s* σ — — τ ο » CO — 3 1 < O VJ1 Φ O You’ve got the desire tobe a Champio n. control buttons and servo reverse 5 channel Helicopter sys­ switching. And serious fliers can also tem. Write now for complete appreciate our water and dust proof, dual technical data, because ball bearing S121 servos, modular RF the sky’s not the limit any­ boards and direct servo control. more. All J-scrici. system* uw q u id The J-series Futabas chance RF modules for bund an are available in 4.5,6 and modulation selection 8 channel systems, plus a Dreams of conquering the skies are what makes a winning pattern flier. But even the best contest competitors know that you’ve also got to have the right equip­ ment. Futaha’s J-xeries radio control systems are just that. Pure, state-of-the- art electronics with high-performance DM features like lull programming capability, L BATT dual mixing circuitry, roll and snap roll check R ' MU’I e rr 111 Model 5JH S 49.9: f φ / : Model 8JN/S799.9S ΊΠ .. We’ve got your radio.
    [Show full text]
  • Upset Training 2011
    Upset Can you handle it? Best in Flight is pleased to host Rich Upset & Spin Recovery Upset & Spin Recovery; Stowell, National CFI of the Year 2006, here in New Jersey in August 2011. Do Half day program including ground Sportsman Aerobatics you have confidence in slow flight and school and one sortie in the DA20 stalls? Do you wonder if you could Eclipse, the primary trainer of the U.S. A full day class: ground school and two recover from a spin? Would you like to Navy and Air Force. sorties to include the falling leaf stall, see what aerobatics is really like — from spins from slow flight and skidding the pilot’s perspective? This is a once-a- You will practice aileron rolls on a point, turns, loops, rolls, Cuban Eights, and year opportunity. falling leaf stall, spins from slow flight hammerhead turns in the Zlin 242L, a and skidding turns, and recoveries. fully aerobatic military trainer. To make your reservation, please email When you are done, you will be have [email protected]. There are greater confidence at low airspeeds and When you are done, you will have only twelve slots; three are already taken. be able to recognize and recover from greater confidence in the airplane, unintentional spins. At the conclusion of having flown all the maneuvers in the • 21 August this class you will be eligible for the CFI Sportsman sequence including spins and • 22 August Spin endorsement . recovery. • 23 August • 24 August $399 $999 ffi: (973) 683-9002 Flying your own aircraft remains the single most effective way to do business in multiple locations.
    [Show full text]
  • 10-Hour Extra 300L Checkout Extra 300 Checkout & Training Program
    APS Emergency Maneuver Training: 10-Hour Extra 300L Checkout Copyright © 2007. Aviation Performance Solutions LLC. All Rights Reserved. Extra 300 Checkout & Training Program Contents/Options • Inadvertent Aerobatic Entries and Recoveries • Emergency Spin Recovery Techniques APS Emergency Maneuver Training specializes in Extra 300 checkout programs and has over 10,000 hours of Extra 300 Aerobatic Training (Can include, at your request:) instructional flight hour experience. Courses can be custom • Rolls designed to meet your needs. The next few bullet points provide an o Aileron Roll outline of services available to you as a new or experienced Extra o Slow Roll owner. The first 5-hours of your training includes our entire 3-Day o Hesitation Roll 5-Mission Emergency Maneuver Training Course. Emergency o Snap Roll Maneuver Training provides the foundation of being a safe o Torque Roll aerobatic pilot and being competent to recover from any in-flight • Looping Maneuvers upset or inadvertent maneuver. The Qualification Course included o Inside here has proven to be a comprehensive program to get the typical o Outside non-aerobatic pilot safely into an Extra 300. Aerobatic pilots may o Constant Radius versus Constant Rate Loops wish to customize our courses to meet specific needs. Please call 1- • Other Basic Maneuvers 866-358-4273 or email [email protected] to discuss o Inverted Flight customized programs. o Cuban Eight o Reverse Cuban Eight Aircraft Operations o Vertical Lines • Aircraft Operating Techniques • Advanced Maneuvers • Aircraft
    [Show full text]