Lockheed Martin loops Hercules at Farnborough 2018
"Mildly" Eccentric Stardriver
CONSO, post # [QUOTE] I have done a loop entering at about 220 mph and pulling about 2.5 to 3 G/QUOTE]
Why not 1g, as you suggest?
Why not 1g, as you suggest?
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[quote=Herod;10203305]CONSO, post #
Please read my previous posts on the subject re ' REAL combat\ ' issues as to why a REAL pilot in combat is NOT usually concerned with fine control needed to accomplish a perfect 1 G. And in my case I believe I explained that was NOT my concern at the time- rather I was trying such as to " shoot down " via ' gunsight " my opponent in mock combat fights as provided by ' combat USA " check their website !! such as
not me but typical
etc
Difference is my flight with them was a few years after they started - late 80's early 90's but current or later videos are essentially the same .
I have done a loop entering at about 220 mph and pulling about 2.5 to 3 G/QUOTE]
Why not 1g, as you suggest?
Why not 1g, as you suggest?
etc
Difference is my flight with them was a few years after they started - late 80's early 90's but current or later videos are essentially the same .
CONSO, we have a saying in the UK - "When you're in a hole, stop digging!"
Your nonsense about +1G looping manoeuvres is frankly risible.
'REAL' combat, my arse. You simply haven't a clue about the principles of flight, so to avoid embarrassing yourself yet further with your ignorance, please refrain from posting further rubbish about this subject.
Your nonsense about +1G looping manoeuvres is frankly risible.
'REAL' combat, my arse. You simply haven't a clue about the principles of flight, so to avoid embarrassing yourself yet further with your ignorance, please refrain from posting further rubbish about this subject.
Beags....don't sugarcoat it....tell us what you are really thinking will you!
CONSO, what you said was,
What Tex wrote,
Did he do an aerobatic manoeuvre in a non aerobatic aircraft, your post claims he wouldn't be so stupid? Is it safe to assume that bridge is no longer for sale? Would hate to miss a bargain.
BY the way Tex in his own words called his manuver a chandelle- not a ' barrel ' roll- and in some his not widely pubished comments indirectly referred to doin the same manuver in virtuall/y every plane h had been involved wih as a test pilot, eg B52, etc. And for those who want to believe that over lake washington was the first time he had done that, I have this neat floating bridge bridge for sale currently in cold storage in Hood Canal . Tex lived a long time by NOT being stupid or taking dumb risks with a new designed airplane NOT designed or stressed for aerobatics.
The weather on Gold Cup day was impeccable. My flight crew included Jim Gannett, copilot, and Bell Whitehead, test engineer. We completed our test over the Olympic Peninsula, and as I tumed to a 90-degree heading for Lake Washington, I told Jim, “I’m going to roll this bird over the Gold Cup course.”
Jim’s head snapped around, his eyes wide, his mouth slightly open in surprise. “They’re liable to fire you." “Maybe,” I said, “but I don't think so. There are more than two hundred thousand spectators. Everyone in the airplane and airline business in the world is here. This is the airplane that's going to dominate the industry for forty years. We’re going to get their attention and make this airplane famous.” I pulled the nose up and executed a leisurely climbing left barrel roll, and then began the descent to Lake Washington.
I observed the Blue Angels’ last pass and their departure for Sand Point Airport four miles north of the racecourse. Approaching from southwest of the lake on a northeast heading, speed 490 mph, altitude 200 feet, we passed over the racecourse, pulled up in a left chandelle, pulling 3.5 G in the vertically banked left tum to 1,500 feet altitude.
Proceeding on a southwest heading in a shallow dive across the racecourse to 300 feet altitude, speed 490 mph, I established a 35-degree climb and released the back pressure. The airplane was climbing at 1 G, the same as level flight. I applied full left roll control and, as the airplane approached the inverted position, applied slight back pressure, bringing the nose down slightly to maintain 1 G, continually holding full left roll control. The roll was completed in level flight at 1,500 feet altitude.
Executing a 180-degree nose-down turn, we again passed over the racecourse at 490 mph and executed the second climbing roll. During the two barrel rolls the airplane never knew it was inverted. The entire roll maneuver was executed at 1 G, the same gravity force as at level flight. Whitehead, the test engineer, knelt by a passenger cabin window and snapped the today-famous photo of the Dash 80 inverted over the Gold Cup course.
Jim’s head snapped around, his eyes wide, his mouth slightly open in surprise. “They’re liable to fire you." “Maybe,” I said, “but I don't think so. There are more than two hundred thousand spectators. Everyone in the airplane and airline business in the world is here. This is the airplane that's going to dominate the industry for forty years. We’re going to get their attention and make this airplane famous.” I pulled the nose up and executed a leisurely climbing left barrel roll, and then began the descent to Lake Washington.
I observed the Blue Angels’ last pass and their departure for Sand Point Airport four miles north of the racecourse. Approaching from southwest of the lake on a northeast heading, speed 490 mph, altitude 200 feet, we passed over the racecourse, pulled up in a left chandelle, pulling 3.5 G in the vertically banked left tum to 1,500 feet altitude.
Proceeding on a southwest heading in a shallow dive across the racecourse to 300 feet altitude, speed 490 mph, I established a 35-degree climb and released the back pressure. The airplane was climbing at 1 G, the same as level flight. I applied full left roll control and, as the airplane approached the inverted position, applied slight back pressure, bringing the nose down slightly to maintain 1 G, continually holding full left roll control. The roll was completed in level flight at 1,500 feet altitude.
Executing a 180-degree nose-down turn, we again passed over the racecourse at 490 mph and executed the second climbing roll. During the two barrel rolls the airplane never knew it was inverted. The entire roll maneuver was executed at 1 G, the same gravity force as at level flight. Whitehead, the test engineer, knelt by a passenger cabin window and snapped the today-famous photo of the Dash 80 inverted over the Gold Cup course.
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Golly - he did a 1 G roll AND a chandelle as I earlier postulated re his verbal comments - and again- for those who believe it was HIS first time in the 707- I still have a bridge for sale . Thanks for the information - Tex was a bit peeved about missing the chance to fly the X-1 series -later flown by a guy named yeager . .In those days, flight data was usually gathered by onboard oscilliograph recorders for many variables, or instrumentation type tape recorders ( ampex as I recall ) Around 1961- 62 I happened to know a few types who were involved in instrumentation.- and who were aware of certain data traces . . . Tex at that time was in an executive position on a project called dynasoar- launching a shuttle like small airplane onboard a titan rocket- program was cancelled around 63-64 from memory and tex was moved to a different office - someone screwed up his large mounted ' fish' in the mover and EVERYONE heard about about it - ...
I don't own this space under my name. I should have leased it while I still could
What Tex failed to mention was the G during the transition from S&L at 490 mph and a straight climb at 35 deg to the horizontal and 490 mph. He had previously pulled 3.5g so it is fair to say he pulled a similar g entering that manoeuvre.
Nup - thread of the year, for all the belly laughs I’ve had reading CONSO’s contributions to aeronautical theory.
for those who believe it was HIS first time in the 707
Is anyone else tired of this thread
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here are a few factoids
https://www.boeing.com/history/products/707.page
The Dash 80 prototype led to the commercial 707 and the military KC-135 tanker. Both planes shared the basic design of the Dash 80 but were very different airplanes, neither one being a derivative of the other. One great difference was in the width and length of the fuselage. Airlines wanted the 707 fuselage to be 4 inches (2.5 centimeters) wider than the tanker’s. Its width and the 100-foot length (30.5-meter) made it the largest passenger cabin in the air. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph (32 kph) faster.
Have a nicde day
Tabs please !
A good book on Newtonian equations would not be wasted Mr Conso.
