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View Diary: Air-Minded: Converting Jet Fuel into Noise (71 comments)

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  •  What you describe is close to one demo, (1+ / 0-)
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    Bisbonian

    the stick only recovery: neutral rudder and a minimum of ten seconds going from full aft to full forward. It was one of the last of eleven demos because the airplane had to be light or it may not recover. The entry was at a high pitch and with the gyroscopic effects of the engines (funny that I can't remember which direction that is, right I think) so the spin stabilized quickly, minimizing altitude loss, and further stacking the deck for recovery. One major goal is to reinforce the predictability of the spin characteristics and the primary goal was to show that the single spin recovery worked even when controls were misapplied. As you say it really wraps up. I never counted but the advertised maximum spin rate was 540 degrees/second. On a T-3 ride with a fellow fight examiner (and later classmate at NWA) we took over 30 seconds but it still came out. That ride was one of my strongest data points for asserting the SSR only failed due to gross mis application or an airplane problem. Sadly, it happened. I seem to remember three or four spin accidents, one fatal, during my time in ATC.

    One insight I got from hundreds of demo spins was the absolute importance of watching the horizon. I was never able to consistently do it while I taught at UPT. When I did finally overcome my reluctance I could see every tiny pitch change that resulted from the application of a control. The recovery is always working as long as the nose is going down. if the nose rises or stops moving it is time to start over or eject if too low. I'm convinced that none of the failed spin recoveries reported to HQ ATC would have happened if the IP had watched the horizon. For me personally it reminded me to always do my best to follow flight manual directives and procedures.

    The "low, light, left" was a memory aid for the most oscillatory and slow to develop entries. Again, if I remember correctly. It's been a very long time. I do remember though the fairly wild gyrations you could get from accelerated entries, usually with unintentional spins. I had a few, mostly at PIT. I never felt the need to intervene with a PIT trainee who did something silly or stupid when it wasn't going to be dangerous. Hilarity and learning always followed.

    Like the O-6, former FAIP F-4 driver, who snapped into a spin at the top of a formation trail loop trying to get back in position and not lose sight of lead under the nose. He unloaded by long instinct and recovered after a turn or so. He lost lead, I didn't but I wasn't flying either. I asked for the airplane and caught lead at the bottom of the loop. That was my one and only vertical rejoin, through the center of the loop, and the future Laughlin DO's last time flying trail high and way back in the cone. Three of us laughed a lot, the O-6 was a great guy and laughed hardest, and you guys can probably guess who didn't know what was funny. He learned about paying attention though. See, laughter and learning go well together.

    Time makes more converts than reason. Thomas Paine, Common Sense

    by VTCC73 on Fri Feb 01, 2013 at 11:27:27 AM PST

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