Wednesday, May 4, 2011

Stick and Rudder

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Stick and Rudder: An Explanation of the Art of Flying

Stick and Rudder: An Explanation of the Art of Flying
By Wolfgang Langewiesche

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Product Description

WHAT'S IN STICK AND RUDDER:
  • The invisible secret of all heavier-than-air flight: the Angle of Attack. What it is, and why it can't be seen. How lift is made, and what the pilot has to do with it.
  • Why airplanes stall How do you know you're about to stall?
  • The landing approach. How the pilot's eye functions in judging the approach.
  • The visual clues by which an experienced pilot unconsciously judges: how you can quickly learn to use them.
  • "The Spot that does not move." This is the first statement of this phenomenon. A foolproof method of making a landing approach across pole lines and trees.
  • The elevator and the throttle. One controls the speed, the other controls climb and descent. Which is which?
  • The paradox of the glide. By pointing the nose down less steeply, you descend more steeply. By pointing the nose down more steeply, you can glide further.
  • What's the rudder for? The rudder does NOT turn the airplane the way a boat's rudder turns the boat. Then what does it do?
  • How a turn is flown. The role of ailerons, rudder, and elevator in making a turn.
  • The landing--how it's made. The visual clues that tell you where the ground is.
  • The "tail-dragger" landing gear and what's tricky about it. This is probably the only analysis of tail-draggers now available to those who want to fly one.
  • The tricycle landing gear and what's so good about it. A strong advocacy of the tricycle gear written at a time when almost all civil airplanes were taildraggers.
  • Why the airplane doesn't feel the wind.
  • Why the airplane usually flies a little sidewise.
  • Plus: a chapter on Air Accidents by Leighton Collins, founder and editor of AIR FACTS. His analyses of aviation's safety problems have deeply influenced pilots and aeronautical engineers and have contributed to the benign characteristics of today's airplane.
Stick and Rudder is the first exact analysis of the art of flying ever attempted. It has been continously in print for thirty-three years. It shows precisely what the pilot does when he flies, just how he does it, and why.
Because the basics are largely unchanging, the book therefore is applicable to large airplanes and small, old airplanes and new, and is of interest not only to the learner but also to the accomplished pilot and to the instructor himself.
When Stick and Rudder first came out, some of its contents were considered highly controversial. In recent years its formulations have become widely accepted. Pilots and flight instructors have found that the book works.
Today several excellent manuals offer the pilot accurate and valuable technical information. But Stick and Rudder remains the leading think-book on the art of flying. One thorough reading of it is the equivalent of many hours of practice.

Product Details

  • Amazon Sales Rank: #8777 in Books
  • Published on: 1990-09-01
  • Original language: English
  • Number of items: 1
  • Binding: Hardcover
  • 390 pages

Features

  • ISBN13: 9780070362406
  • Condition: New
  • Notes: BUY WITH CONFIDENCE, Over one million books sold! 98% Positive feedback. Compare our books, prices and service to the competition. 100% Satisfaction Guaranteed

Editorial Reviews

From the Back Cover
WHAT'S IN STICK AND RUDDER:

* The invisible secret of all heavier-than-air flight--the Angle of Attack. What it is, and why it can't be seen. How lift is made, and what the pilot has to do with it.
* Why airplanes stall
* How do you know you're about to stall?
* The landing approach. How the pilot's eye functions in judging the approach. The visual clues by which an experienced pilot unconsciously judges: how you can quickly learn to use them.
* "The Spot that does not move." This is the first statement of this phenomenon. A foolproof method of making a landing approach across pole lines and trees.
* The elevator and the throttle. One controls the speed, the other controls climb and descent. Which is which?
* The paradox of the glide. By pointing the nose down less steeply, you descend more steeply. By pointing the nose down more steeply, you can glide further.
* What's the rudder for? The rudder does NOT turn the airplane the way a boat's rudder turns the boat. Then what does it do?
* How a turn is flown. The role of ailerons, rudder, and elevator in making a turn.
* The landing--how it's made. The visual clues that tell you where the ground is.
* The "tail-dragger" landing gear and what's tricky about it. This is probably the only analysis of tail-draggers now available to those who want to fly one.
* The tricycle landing gear and what's so good about it. A strong advocacy of the tricycle gear written at a time when almost all civil airplanes were taildraggers.
* Why the airplane doesn't feel the wind. Why the airplane usually flies a little sidewise.
* Plus: a chapter on Air Accidents by Leighton Collins, founder and editor of AIR FACTS. His analyses of aviation's safety problems have deeply influenced pilots and aeronautical engineers and have contributed to the benign characteristics of today's airplane.
FLAP COPY
STICK AND RUDDER is the first exact analysis of the art of flying ever attempted. It has been continously in print for thirty-three years, and has enjoyed steadily increasing sales. Flight instructors have found that the book does indeed explain important phases of the art of flying, in a way the learner can use. It shows precisely what the pilot does when he flies, just how he does it, and why.
These basics are largely unchanging. The book therefore is applicable to large airplanes and small, old airplanes and new, and is of interest not only to the learner but also to the accomplished pilot and to the instructor himself.
When STICK AND RUDDER first came out, some of its contents were considered highly controversial. In recent years its formulations have become widely accepted. Pilots and flight instructors have found that the book works.
Today several excellent manuals offer the pilot accurate and valuable technical information. But STICK AND RUDDER remains the leading think-book on the art of flying.
One thorough reading of it should be the equivalent of many hours of practice.
About the Author

Wolfgang Langewiesche first soloed in 1934 in Chicago. Early in his flying he was struck by a strange discrepancy: in piloting, the words and the realities did not agree. What pilots claimed to be doing in flying an airplane, was not what they did in practice. Langewiesche set himself the task of describing more accurately and realistically what the pilot really does when he flies. The first result was a series of articles in Air Facts, analyzing various points of piloting technique. In 1944 Stick and Rudder was published.

Customer Reviews

Most helpful customer reviews
94 of 95 people found the following review helpful.
5The all time classic about the fundamentals of flying.
By Paladin
Stick & Rudder is an all time favorite about how an airplane flies. Written over 50 years ago, it explains in a very easy-to-understand manner the basic four forces of flight, the three axis of motion, how an airfoil works, how basic aerodynamics affects flight, and how to perform the fundamental maneuvers. The information is as valid now as the day it was written. As a ground and flight instructor, I have used this as a basic text for all my students for the past 12 years. Discusses in detail straight & level flight, climbs and descents, turns, stalls, takeoffs, landings, torque, various aircraft configurations, and piloting techniques. An absolute "must have" for every pilot from Recreational to Airline Transport certificate, this is the FIRST book every aspiring pilot should read.
34 of 34 people found the following review helpful.
5Be patient and you will learn
By M. Lee
Let's start with a fact: I am a pilot.

This book changed how I approached flying and changed how I fly. Let's get the obvious out of the way to assuage the ninnies in the group: Yes it's dated. Elevators are no longer called "flippers" and we don't really call our airplanes "ships." The language is right out of the 1930's. Airplanes today have flaps and tricycle gear. It moves slower than, say, Machado's book. It repeats things. It's basic.

Now the best part: It is an excellent and pure book on the ART of flying. I am amazed by the reviewers here with the 2-second attention span that didn't see this. I'll say it again, this book changed the way I fly and made me a better pilot. It emphasizes safety and it explains in pure form what is safe and what is not. The fundamentals are true and the repetition drives the points home. I took notes as I read this because I wanted to apply what I learned in the cockpit. It works, pure and simple. It teaches you basics that you didn't know you didn't know. Really it does.

Get the book, be patient, absorb what it says. Savor Wolfgang's humor. Read the book thoroughly and don't apply your media-addled, PDA-addicted, 0-attention-span, 2006 mind. Instead read it for what it is; an instructional manual purely about how to handle the stick and rudder to keep you from getting killed. It's not meant to be anything more and you shouldn't expect it to be. I, frankly, loved it. This should be required reading by the FAA. You want to glide shallower?, push the nose down! What? Amazing. It imparts information that will make you a safer pilot. It's an art form, not "Top Gun." Enough said.

22 of 22 people found the following review helpful.
5Required reading
By A Customer
I'm a student pilot with only a few hours under my belt. There is a lot of information to absorb while learning: Simple operation of the craft, radio communications, navigation, even just becoming familiar enough with the instruments to be able to read them at a glance.
Stick and Rudder provided me with a clear understanding of what would happen - and why - when I manipulated the controls, before I ever left the ground. Best of all, it's written in a concise format, easy to read and understand.
My CFI uses the FAA Flight Training Handbook as a text. Stick and Rudder helped me interpret the required FAA text and in fact the latter seems to have cribbed material from the former.
Definitely get this book. Learning to fly is complex enough and the more tools you have to simplify the process, the better. This is one of the best.
See all 81 customer reviews...
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Tuesday, May 3, 2011

Telex Pilot and Aviation Headset

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Monday, May 2, 2011

Turboprop

Turboprop

From Wikipedia, the free encyclopedia
Turboprop engines are a type of aircraft powerplant that use a gas turbine to drive a propeller. The gas turbine is designed specifically for this application, with almost all of its output being used to drive the propeller. The engine's exhaust gases contain little energy compared to a jet engine and play a minor role in the propulsion of the aircraft.
The propeller is coupled to the turbine through a reduction gear that converts the high RPM, low torque output to low RPM, high torque. The propeller itself is normally a constant speed (variable pitch) type similar to that used with larger reciprocating aircraft engines.
Turboprop engines are generally used on small subsonic aircraft, but some aircraft outfitted with turboprops have cruising speeds in excess of 500 kt (926 km/h, 575 mph). Large military and civil aircraft, such as the Lockheed L-188 Electra and the Tupolev Tu-95, have also used turboprop power. The Airbus A400M is powered by four Europrop TP400 engines, which are the third most powerful turboprop engines ever produced, after the Kuznetsov NK-12 and Progress D-27.
In its simplest form a turboprop consists of an intake, compressor, combustor, turbine, and a propelling nozzle. Air is drawn into the intake and compressed by the compressor. Fuel is then added to the compressed air in the combustor, where the fuel-air mixture then combusts. The hot combustion gases expand through the turbine. Some of the power generated by the turbine is used to drive the compressor. The rest is transmitted through the reduction gearing to the propeller. Further expansion of the gases occurs in the propelling nozzle, where the gases exhaust to atmospheric pressure. The propelling nozzle provides a relatively small proportion of the thrust generated by a turboprop.
Turboprops are very efficient at flight speeds (below 450 mph) because the jet velocity of the propeller (and exhaust) is relatively low. Due to the high price of turboprop engines, they are mostly used where high-performance short-takeoff and landing (STOL) capability and efficiency at modest flight speeds are required. The most common application of turboprop engines in civilian aviation is in small commuter aircraft, where their greater reliability than reciprocating engines offsets their higher initial cost. Turboprop airliners now operate at near the same speed as small turbofan powered aircraft and burn two thirds of the fuel per passenger.[1] Turboprop powered aircraft have become popular for bush airplanes such as the Cessna Caravan and Quest Kodiak as jet fuel is easier to obtain in remote areas than is aviation grade gasoline (avgas).

Contents

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Technological aspects

Flow past a turboprop engine in operation
Much of the jet thrust in a turboprop is sacrificed in favor of shaft power, which is obtained by extracting additional power (up to that necessary to drive the compressor) from turbine expansion. While the power turbine may be integral with the gas generator section, many turboprops today feature a free power turbine on a separate coaxial shaft. This enables the propeller to rotate freely, independent of compressor speed. Owing to the additional expansion in the turbine system, the residual energy in the exhaust jet is low. Consequently, the exhaust jet produces (typically) less than 10% of the total thrust.
Propellers are not efficient when the tips reach or exceed supersonic speeds. For this reason, a reduction gearbox is placed in the drive line between the power turbine and the propeller to allow the turbine to operate at its most efficient speed while the propeller operates at its most efficient speed. The gearbox is part of the engine and contains the parts necessary to operate a constant speed propeller. This differs from the turboshaft engines used in helicopters, where the gearbox is remote from the engine.
Residual thrust on a turboshaft is avoided by further expansion in the turbine system and/or truncating and turning the exhaust 180 degrees, to produce two opposing jets. Apart from the above, there is very little difference between a turboprop and a turboshaft.
While most modern turbojet and turbofan engines use axial-flow compressors, turboprop engines usually contain at least one stage of centrifugal compression. Centrifugal compressors have the advantage of being simple and lightweight, at the expense of a streamlined shape.
Propellers lose efficiency as aircraft speed increases, so turboprops are normally not used on high-speed aircraft. However, propfan engines, which are very similar to turboprop engines, can cruise at flight speeds approaching Mach 0.75. To increase the efficiency of the propellers, a mechanism can be used to alter the pitch, thus adjusting the pitch to the airspeed. A variable pitch propeller, also called a controllable pitch propeller, can also be used to generate negative thrust while decelerating on the runway. Additionally, in the event of an engine outage, the pitch can be adjusted to a vaning pitch (called feathering), thus minimizing the drag of the non-functioning propeller.
Some commercial aircraft with turboprop engines include the Bombardier Dash 8, ATR 42, ATR 72, BAe Jetstream 31, Embraer EMB 120 Brasilia, Fairchild Swearingen Metroliner, Saab 340 and 2000, Xian MA60, Xian MA600, and Xian MA700.

History

Jendrassik Cs-1, built in Budapest, Hungary in 1938
A Rolls-Royce RB.50 Trent on a test rig at Hucknall, in March 1945
Kuznetsov NK-12M Turboprop, on a Tu-95
Alan Arnold Griffith had published a paper on turbine design in 1926. Subsequent work at the Royal Aircraft Establishment investigated axial turbine designs that could be used to supply power to a shaft and thence a propeller. From 1929, Frank Whittle began work on centrifugal turbine designs that would deliver pure jet thrust.[2]
The world's first turboprop was the Jendrassik Cs-1, designed by the Hungarian mechanical engineer György Jendrassik.[3] It was produced and tested in the Ganz factory in Budapest between 1939 and 1942. It was planned to fit to the Varga RMI-1 X/H twin-engined reconnaissance bomber in 1940, but the program was cancelled.
The first British turboprop engine was the Rolls-Royce RB.50 Trent, a converted Derwent II fitted with reduction gear and a Rotol 7-ft, 11-in five-bladed propeller. Two Trents were fitted to Gloster Meteor EE227 — the sole "Trent-Meteor" — which thus became the world's first turboprop powered aircraft, albeit a test-bed not intended for production.[4][5] It first flew on 20 September 1945. From their experience with the Trent, Rolls-Royce developed the Dart, which became one of the most reliable turboprop engines ever built. Dart production continued for more than fifty years. The Dart-powered Vickers Viscount was the first turboprop aircraft of any kind to go into production and sold in large numbers.[6] It was also the first four-engined turboprop. Its first flight was on 16 July 1948. The world's first single engined turboprop aircraft was the Armstrong Siddeley Mamba-powered Boulton Paul Balliol, which first flew on 24 March 1948.[7]
The Soviet Union built on German World War II development by Junkers (BMW and Hirth/Daimler-Benz also developed and partially tested designs).[citation needed] While the Soviet Union had the technology to create a jet-powered strategic bomber comparable to Boeing's B-52 Stratofortress, they instead produced the Tupolev Tu-95, powered with four Kuznetsov NK-12 turboprops, mated to eight contra-rotating propellers (two per nacelle) with supersonic tip speeds to achieve maximum cruise speeds in excess of 575 mph, faster than many of the first jet aircraft and comparable to jet cruising speeds for most missions. The Bear would serve as their most successful long-range combat and surveillance aircraft and symbol of Soviet power projection throughout the end of the 20th century. The USA would incorporate contra-rotating turboprop engines, such as the ill-fated Allison T40, into a series of experimental aircraft during the 1950s, but none would be adopted into service.
The first American turboprop engine was the General Electric XT31, first used in the experimental Consolidated Vultee XP-81.[8] The XP-81 first flew in December 1945, the first aircraft to use a combination of turboprop and turbojet power. The technology of the Lockheed Electra airliner was also used in military aircraft, such as the P-3 Orion and the C-130 Hercules, using the Allison T56. One of the most produced turboprop engines is the Pratt & Whitney Canada PT6 engine.
The first turbine powered, shaft driven helicopter was the Bell XH-13F, a version of the Bell 47 powered by Continental XT-51-T-3 (Turbomeca Artouste) engine.[9]

See also

An ATR-72, a typical turboprop aircraft.

References

  1. ^ More turboprops coming to the market - maybe
  2. ^ Gunston Jet, p. 120
  3. ^ Gunston World, p.111
  4. ^ James p. 251-2
  5. ^ Green p.18-9
  6. ^ Green p.82
  7. ^ Green p.81
  8. ^ Green p.57
  9. ^ Green p.38
  • Green, W. and Cross, R.The Jet Aircraft of the World (1955). London: MacDonald
  • Gunston, Bill (2006). The Development of Jet and Turbine Aero Engines, 4th Edition. Sparkford, Somerset, England, UK: Patrick Stephens, Haynes Publishing. ISBN 0-7509-4477-3. 
  • Gunston, Bill (2006). World Encyclopedia of Aero Engines, 5th Edition. Phoenix Mill, Gloucestershire, England, UK: Sutton Publishing Limited. ISBN 0-7509-4479-X. 
  • James, D.N. Gloster Aircraft since 1917 (1971). London: Putnam & Co. ISBN 0 370 00084 6

External links

Retrieved from "http://en.wikipedia.org/wiki/Turboprop"
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