Handling the Big Jets by D.P. Davies
It was written and first published in 1967 to help piston and turboprop pilots transition to jets, and that is the context in which it was written. And as all commercial jet pilots will at some stage be faced with this, it is still relevant. Sure, it's dated. It refers to the 747-100 as being a new aircraft. But as for handling and aerodynamics are concerened as the laws of physics haven't changed, even with the intriduction of glass cockpits and FMCs.
As mentioned, it won't help you pass the ATPL exams - it was never meant to. But it is excellent background reading and questions from the book still crop up in airline technical interviews - largely because the interviewers want to see how much background knowlegde you have. And guess where they got theirs from!
As for Davis' condescending manner. You have to remember he was the test pilot involved with the certification of most of the aircraft introduced to the British register from 1950 to 1970. His recommendations led to design changes - such as the stick nudger on the 747. He knows what he's talking about.
HTBJ is essential reading for all jet pilots IMHO.
As mentioned, it won't help you pass the ATPL exams - it was never meant to. But it is excellent background reading and questions from the book still crop up in airline technical interviews - largely because the interviewers want to see how much background knowlegde you have. And guess where they got theirs from!
As for Davis' condescending manner. You have to remember he was the test pilot involved with the certification of most of the aircraft introduced to the British register from 1950 to 1970. His recommendations led to design changes - such as the stick nudger on the 747. He knows what he's talking about.
HTBJ is essential reading for all jet pilots IMHO.
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Best ever source
And never puts me to sleep unlike all manuals...
I got it in 1983, from a friend of my father, who was then flying for BA.
Over the years I have come back to it time and again. I found it quite useful before my last interview which I did only recently.
If you want to go just that much further in the understanding of what makes the Big Jets big jets, it's a must read.
Unfortunately the guys from the PlayStation generation will have difficulty reading it as they do not have the proper background to start understanding what it is about.
I got it in 1983, from a friend of my father, who was then flying for BA.
Over the years I have come back to it time and again. I found it quite useful before my last interview which I did only recently.
If you want to go just that much further in the understanding of what makes the Big Jets big jets, it's a must read.
Unfortunately the guys from the PlayStation generation will have difficulty reading it as they do not have the proper background to start understanding what it is about.
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QUARTO
...........It's clear that most contributors to this thread agree that D.P Davies' book is a valuable read. My copy is the 1969 reprint, and the only things that appear to be dated are the photographs. ( included Concorde and B727, but not yet 747 ) . I somehow imagined that by 2010, much of this subject matter would be included in the curriculum for licences issued to anyone needing to operate jet equipment, if their background was limited to props.
However, there's another book which I think is excellent for top quality comprehensive information, and thereafter for dipping into every now and then. It's title is 'Aerodynamics for Naval Aviators'. A4 size soft cover....416 pages, and an enjoyable read for anyone who likes aeroplanes, and wants to know more....exam candidates or not.
ISBN 1-56027-140-X ASA ANA. It's a US Gov publication and also listed under Library of Congress Cataloging, and available to the general public. I saw 3 on Amazon UK just now, (but none on US Amazon). Didn't try Ebay. Available from Aviation Supplies & Academics,Inc. for $30. http://www.asa2fly.com/Aviation-Library-C6_category.aspx
Original version 1960, but updated several times. Written by H.H. Hurt, in good plain English. A basic knowledge of Physics and Maths is assumed, but that doesn't imply getting stuck too deep in theory. No unnecessary jargon. Brief mention only of angle of attack indicators and mirrors. (Nothing on saluting or hammocks)
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Aerodynamics for Naval Aviators »
The traditional text for Navy pilots; this is the definitive source on aerodynamic and engineering theory as they apply to flight operations. $29.95
However, there's another book which I think is excellent for top quality comprehensive information, and thereafter for dipping into every now and then. It's title is 'Aerodynamics for Naval Aviators'. A4 size soft cover....416 pages, and an enjoyable read for anyone who likes aeroplanes, and wants to know more....exam candidates or not.
ISBN 1-56027-140-X ASA ANA. It's a US Gov publication and also listed under Library of Congress Cataloging, and available to the general public. I saw 3 on Amazon UK just now, (but none on US Amazon). Didn't try Ebay. Available from Aviation Supplies & Academics,Inc. for $30. http://www.asa2fly.com/Aviation-Library-C6_category.aspx
Original version 1960, but updated several times. Written by H.H. Hurt, in good plain English. A basic knowledge of Physics and Maths is assumed, but that doesn't imply getting stuck too deep in theory. No unnecessary jargon. Brief mention only of angle of attack indicators and mirrors. (Nothing on saluting or hammocks)
Search Results
Aerodynamics for Naval Aviators » The traditional text for Navy pilots; this is the definitive source on aerodynamic and engineering theory as they apply to flight operations. $29.95
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Dittos on all the positive comments. I remember a copy we had in the Chief Pilot's office of our airline in the 70's and 80's (it's now on my bookshelf, BTW). Certainly a great reference for when it was needed.
The last reprint I know was December, 1977. ISBN 00 903083 01 9
Outdated? In some ways, but when in doubt learn and review the basics and you won't be short-changed.
The last reprint I know was December, 1977. ISBN 00 903083 01 9
Outdated? In some ways, but when in doubt learn and review the basics and you won't be short-changed.
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That`s the problem...The playstation pilots nowadays just memorize a database of questions and go to the exams.They had never been forced to deeply study a subject and think over it.
How Swish 266 said, Unfortunately the guys from the PlayStation generation will have difficulty reading it as they do not have the proper background to start understanding what it is about.
And I would say more...most of them don`t want. The times a pilot was proud of beeing a pilot and wanted to study to understand more and more about everything regarding the flying world is gone.
A-3TWENTY
How Swish 266 said, Unfortunately the guys from the PlayStation generation will have difficulty reading it as they do not have the proper background to start understanding what it is about.
And I would say more...most of them don`t want. The times a pilot was proud of beeing a pilot and wanted to study to understand more and more about everything regarding the flying world is gone.
A-3TWENTY
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Having first read HTBJ some years ago, I agree with many of the comments above. The writing style comes across as rather dry and perhaps a little stuffy, BUT having listened to the audio interviews with DP Davies available on iTunes, my respect for the man and the book has increased enormously. Have a listen, you will find him to be most entertaining, quite down to earth and extremely authoritative. His views on committees and responsibility explain most of what is wrong with the 'modern' world!
A man doing his duty (with considerable personal risk) in order to improve safety, no matter what the cost (reputational or financial) to the big corporations. He would not be pushed around. Perhaps time for a statue of the great man in order to properly recognize his contribution methinks?
A man doing his duty (with considerable personal risk) in order to improve safety, no matter what the cost (reputational or financial) to the big corporations. He would not be pushed around. Perhaps time for a statue of the great man in order to properly recognize his contribution methinks?
Throughout my career Handling the Big Jets was one of my aviation 'Bibles' . While it may appear dated to some, the information it contains on the aerodynamics, performance and handling quailties of jet transport aircraft is superlative. As others have said in this thread, the physics do not change and, behind all the automation to be found on modern aircraft, the basics remain the same.
The book is written by a test pilot for airline pilots, its sound common sense is its hallmark. The information it contains is authoritative and very well presented. It won't help you to pass the ATPL exams but, on the other hand, it will improve your basic airmanship. I recommend it unreservedly to ALL airline pilots.
I flew with D P Davies on several VC10 Certificate of Airworthines air tests, and can vouch for his forthright views! If you listen to all his interviews to be found in the PPRuNe Tech Log Forum you will see what I mean. We airline pilots will always be in his debt for his integrity in standing up to manufactuers, chief designers and other certification authorities to ensure that we fly aircraft with safe handling qualities.
Listen here:-
D P Davies interviews on certificating aircraft
The book is written by a test pilot for airline pilots, its sound common sense is its hallmark. The information it contains is authoritative and very well presented. It won't help you to pass the ATPL exams but, on the other hand, it will improve your basic airmanship. I recommend it unreservedly to ALL airline pilots.
I flew with D P Davies on several VC10 Certificate of Airworthines air tests, and can vouch for his forthright views! If you listen to all his interviews to be found in the PPRuNe Tech Log Forum you will see what I mean. We airline pilots will always be in his debt for his integrity in standing up to manufactuers, chief designers and other certification authorities to ensure that we fly aircraft with safe handling qualities.
Listen here:-
D P Davies interviews on certificating aircraft
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. such as the stick nudger on the 747. He knows what he's talking about.
i thought that was a Douglas thingy and the 747s used a stick shaker.
Great book, read it years ago.
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an old thread here B747-400 no stick pusher
The stick nudger! Which I believe was only fitted to UK registered 747s - but I may be wrong.
The 747's stall characteristics in the clean configuration were unique. What happens is that the aerodynamic buffet starts early and, with declining airspeed, slowly builds to a very severe up and down bouncing oscillation such that the Boeing test pilots never stalled it clean. As the speed decreases, the aircraft does not want to pitch down (as is the normal case) but instead remains neutrally stable and just keeps 'motoring on' as the incidence increases. With no pitch down to identify the stall it was necessary for the test pilots, when they felt the buffet had become too severe, to apply down elevator to lower the nose. It did not drop by itself - there is no 'break' at the stall - because it never was stalled clean.
When the pilot does pitch the nose down, the buffet continues until the speed has increased sufficiently in the recovery dive. The fix was to fit a stick shaker to 'identify' the stall (the point at which the Boeing test pilots decided enough was enough!) and a stick nudger to maintain normal longitudinal stability. D P Davies was very happy to accept this on the basis of an 'equivalent level of safety'. The buffet was of such a degree that no pilot would ever inadvertently stall it!
In all the other configurations, the stall characteristics were immaculate, exhibiting good natural buffet and a classic nose drop at the stall which was very well defined. There was good lateral control throughout, with no wing drop - provided, as in all swept wing aircraft, there was no appreciable side slip.
Would tdracer agree?
The 747's stall characteristics in the clean configuration were unique. What happens is that the aerodynamic buffet starts early and, with declining airspeed, slowly builds to a very severe up and down bouncing oscillation such that the Boeing test pilots never stalled it clean. As the speed decreases, the aircraft does not want to pitch down (as is the normal case) but instead remains neutrally stable and just keeps 'motoring on' as the incidence increases. With no pitch down to identify the stall it was necessary for the test pilots, when they felt the buffet had become too severe, to apply down elevator to lower the nose. It did not drop by itself - there is no 'break' at the stall - because it never was stalled clean.
When the pilot does pitch the nose down, the buffet continues until the speed has increased sufficiently in the recovery dive. The fix was to fit a stick shaker to 'identify' the stall (the point at which the Boeing test pilots decided enough was enough!) and a stick nudger to maintain normal longitudinal stability. D P Davies was very happy to accept this on the basis of an 'equivalent level of safety'. The buffet was of such a degree that no pilot would ever inadvertently stall it!
In all the other configurations, the stall characteristics were immaculate, exhibiting good natural buffet and a classic nose drop at the stall which was very well defined. There was good lateral control throughout, with no wing drop - provided, as in all swept wing aircraft, there was no appreciable side slip.
Would tdracer agree?
Last edited by Bergerie1; 30th Apr 2018 at 11:42.
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The stick nudger! Which I believe was only fitted to UK registered 747s - but I may be wrong.
The 747's stall characteristics in the clean configuration were unique. What happens is that the aerodynamic buffet starts early and, with declining airspeed, slowly builds to a very severe up and down bouncing oscillation such that the Boeing test pilots never stalled it clean. As the speed decreases, the aircraft does not want to pitch down (as is the normal case) but instead remains neutrally stable and just keeps 'motoring on' as the incidence increases. With no pitch down to identify the stall it was necessary for the test pilots, when they felt the buffet had become too severe, to apply down elevator to lower the nose. It did not drop by itself - there is no 'break' at the stall - because it never was stalled clean.
When the pilot does pitch the nose down, the buffet continues until the speed has increased sufficiently in the recovery dive. The fix was to fit a stick shaker to 'identify' the stall (the point at which the Boeing test pilots decided enough was enough!) and a stick nudger to maintain normal longitudinal stability. D P Davies was very happy to accept this on the basis of an 'equivalent level of safety'. The buffet was of such a degree that no pilot would ever inadvertently stall it!
In all the other configurations, the stall characteristics were immaculate, exhibiting good natural buffet and a classic nose drop at the stall which was very well defined. There was good lateral control throughout, with no wing drop - provided, as in all swept wing aircraft, there was no appreciable side slip.
Would tdracer agree?
The 747's stall characteristics in the clean configuration were unique. What happens is that the aerodynamic buffet starts early and, with declining airspeed, slowly builds to a very severe up and down bouncing oscillation such that the Boeing test pilots never stalled it clean. As the speed decreases, the aircraft does not want to pitch down (as is the normal case) but instead remains neutrally stable and just keeps 'motoring on' as the incidence increases. With no pitch down to identify the stall it was necessary for the test pilots, when they felt the buffet had become too severe, to apply down elevator to lower the nose. It did not drop by itself - there is no 'break' at the stall - because it never was stalled clean.
When the pilot does pitch the nose down, the buffet continues until the speed has increased sufficiently in the recovery dive. The fix was to fit a stick shaker to 'identify' the stall (the point at which the Boeing test pilots decided enough was enough!) and a stick nudger to maintain normal longitudinal stability. D P Davies was very happy to accept this on the basis of an 'equivalent level of safety'. The buffet was of such a degree that no pilot would ever inadvertently stall it!
In all the other configurations, the stall characteristics were immaculate, exhibiting good natural buffet and a classic nose drop at the stall which was very well defined. There was good lateral control throughout, with no wing drop - provided, as in all swept wing aircraft, there was no appreciable side slip.
Would tdracer agree?
A quote from Handling the Big Jets with regards to stalling the B747 (my bolding):
A Google search doesn't come up with much regarding "stick nudgers" but previous PPRuNe threads suggest it was added to early B747-100s ordered by BOAC.
With flaps up however the aeroplane's behaviour is quite different. Natural buffet starts very early and builds to a high value with decreasing airspeed. Stability is maintained by the stick nudger at and after stick shake. There is no nose drop and no change in pitch attitude.
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The finest book on flying Jet transports you will ever read IMHO. The chapter on his advice to airline pilots is a must read in which he exhorts pilots to keep up with practicing manual raw data flying ILS in crosswinds and not to become lazy in their professional lives. . He makes the point that you should not need a flight director and autopilot to complete a flight. He warns of the danger of complacency and blind reliance on the automatics. And that was years before the spate of loss of control in-flight accidents where automation dependency and lack of basic instrument flying skills was the primary cause of most of these type of accidents, and still is. With many operators nowadays banning manual flying with threats of punishment if the QAR reveals a transgression, opportunities have become far less for a pilot to follow Davies's sage advice. More's the pity..
Last edited by sheppey; 30th Apr 2018 at 14:47.
It is a superb book, I particularly enjoyed the
three podcasts discussing DP’s life in aviation
As already mentioned, while the book is technically brilliant and inevitably a little
dry, the audio excerpts dispel this impression completely
His aviation career is fascinating and incredibly wide ranging, he brought meticulous high standards and a no excuses
attitude to certification testing we have all benefited from and then he was kind enough
to share these invaluable insights in this book
I wish someone would write an updated version retaining the core of the original publication while adding chapters on fly by wire, fms, and other assorted modern technologies
three podcasts discussing DP’s life in aviation
As already mentioned, while the book is technically brilliant and inevitably a little
dry, the audio excerpts dispel this impression completely
His aviation career is fascinating and incredibly wide ranging, he brought meticulous high standards and a no excuses
attitude to certification testing we have all benefited from and then he was kind enough
to share these invaluable insights in this book
I wish someone would write an updated version retaining the core of the original publication while adding chapters on fly by wire, fms, and other assorted modern technologies
SkyGod
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. The finest book on flying Jet transports you will ever read IMHO. The chapter on his advice to airline pilots is a must read in which he exhorts pilots to keep up with practicing manual raw data flying ILS in crosswinds and not to become lazy in their professional lives.
I got this book just about the time I was transitioning from DC-3s to DC-8s.
Needless to say I was a busy guy, but the wisdom of the book helped me see the light.