RAF 2000 GTX SE FI 2.5 - Rotor Stabilator

714 midm Brantner Stabilator

Imagens do Ultraleve Paradise do Sérgio, taxiando e decolando em Resende. Movimentação do Cessna 195 Experimental e pouso de pára-quedista do Sky Dive de Resende ao som de "1492 - Conquest of Paradise" de Vangelis http://br.youtube.com/watch?v=9vAc1Ccw8zo Dados do fabricante: Motorizado com um confiável Rotax 912 ULS de 100 HP (que já provou sua confiabilidade em anos de uso), ele apresenta características de pouso e decolagem curtas fora do comum, com excelente razão de subida e cruzeiro. O desenho de suas asas e a grande superfície móvel horizontal (stabilator) produziram uma aeronave de característica "dócil", ágil e ao mesmo tempo estável e isto, acoplado à resistência de seu trem de pouso, duplo comando e uma variada lista de itens opcionais torna-o um excelente avião de treinamento. O controle de solo é fácil com a triquilha comandada pelos e com o uso do sistema de freios hidráulico a disco. Sua cabine larga (três pés e seis polegadas), yookes montados no painel, espaço do piso sem obstrução fornecendo muito espaço para as pernas, com o forro em couro (padrão) pode acomodar tranqüilamente duas pessoas grandes com luxo e conforto. O espaço para bagagem, atrás dos assentos é mais do que o esperado, com capacidade para 70 lbs e mais 30 pés cúbicos de espaço disponível, pode levar muita bagagem, incluindo uma sacola de golfe. A característica inerente do P-2 de vôo nivelado com o "nariz abaixo do horizonte" oferece uma excepcional visão frontal e ao redor, ótima pelo aspecto da segurança assim como pelo prazer, sendo excelente sua utilização para vôos panorâmicos. Se você está planejando operar de um campo de grama, ou de um aeroporto internacional, o P-2 pode atender suas necessidades a 115 mph de cruzeiro, velocidade de stall de 38 milhas, baixo consumo de combustível e mais de 500 milhas terrestres de alcance. O Paradise P-2 obedece todos os aspectos dos padrões ASTM para aeronaves LSA (Light Sport Aircraft) que estabelece as necessidades de porjeto e performance para os dois tipos de aeronaves LSA. SLSA (Special Light Sport Aircraft) e E-LSA (Experimental Light Sport Aircraft). De fácil manutenção, e se registrado como E-LSA pode ter até a inspeção anual executada pelo proprietário. http://www.youtube.com/resendetv Para assistir outros vídeos do Aeroclube, clique no link acima. não faça mais por

Filmed from the cockpit, showing stabilator movements during turns and instrument readings. Built in 1987, Rotax 277 (27 Hp) cruise 65 Mph, glide 22:1. For info about the Mitchell wings, see http://home.earthlink.net/~mitchellwing/index.html OR http://groups.yahoo.com/group/U-2Wing/ OR http://www.mitchellwing.com/

The first moments of being airborne with an amazing crash! Plane escaped with only minor damage. Rear stabilator had too much control for the plane.

-OKB Sukhoi General designer Mikhail P. Simonov. -Sukhoi Test Pilot Yevgeniy Frolov with the Su-37 711 White (T10M-11 prototype). http://www.testpilot.ru/russia/sukhoi/isp/frolov.htm Su-37 was an experimental thrust vectoring fighter. The TVC on this fighter was providing to it super-agility. It was capable to remain in zero speed/ high alpha mode for 3-4 seconds, which was long enough to lock a misile and fire, or quickly recover from this mode. Sukhoi OKB chose the Lyul'ka Saturn AL-31FU (U = oopravlyayemoye soplo - vectoring nozzle) to embody the Su-37. The engine was uprated to 12,800Kgp (28,220 Lbst) in full Afterburner. The Su-37 (T10M-11) had a digital (unlike the Su-27s that had analogue) FBW control system. The system had a quadraplex pitch control circuit and triplex yaw and roll control circuits. The automatic control system limited the G loads automatically, depending on the aircraft's gross weight and flight mode. Piloted by Yevgeniy Frolov, the Su-37 stole the show at Farnborough International 1996 in September - and with a good reason too-. The Su-37 was capable of pitching up through a 180 degrees into a tail first position and staying in that position long enough to fire a missile at a pursuing enemy fighter. The spectacular manoeuvre has been called Super Cobra - or as Frolov himself called it, Stop Cobra-. The lack of limits on AOA & pitch rate has made it possible to use the sizeable additional lift generated by the unstable airflow in certain altitudes. Of course Super Cobra evolved into a 360 somersault that has become known as the Frolov's Chakra (or Kulbit). Other maneuvres include a high speed yo-yo perfomed in less than 10 seconds, a stall turn in vertical climb, Pugachov's Cobra maneuvres with AOA of 150 or 180 degrees ( with an attitude hold for 3-4 seconds), tailslide transforming into a wingover and so on. Unfortunately, Su-37 711 White crashed on 19 December 2002 near Zhukovsky during a routine flight. The port stabilator broke away during a high-g maneuvre and the resulting hydraulics leak put all hydraulic systems out of action, rendering the aircraft uncotrollable. Tes Pilot Yuriy Vashchuk ejected safely below 1000m (3,280 ft). After the wreckage had been salvaged and studied, the experts concluded that the structural failure had been caused by fatigue due to the design loads being exceeded many times during the aircraft's 6 year test career. -Mikoyan test pilot Anatoliy Kvochur with Mig-29A Flucrum http://www.testpilot.ru/review/ispmig/pilot/kvochur.htm -Mikoyan test pilot Roman Taskayev http://www.testpilot.ru/review/ispmig/pilot/taskaev.htm

Dry shotcrete or gunite process, using Stabilator Trixer and Meyco GM.

This is a simulator video of the latest proto-type of the Low Earth Orbit Interceptor Mark II. It performs a slow roll for review. Upcoming modifications will include changing the horizontal stabilizer and elevator with a horizontal stabilator, and an all glass instrument cockpit. The simulation software used is the X-System suite version 8.60. (www.x-plane.com and www.x-plane.org). My first video with X-plane, so it's pretty low quality video.

The F-16 was only on a high-speed taxi test, but a control induced oscillation became so bad he opted to take it off. Some of the sources say the YF-16 (control oscillation) did not have a computer, I do not think that is totally correct. I think it had a computer, however it was a very primitive computer and did not have any software to prevent oscillations. After this mishap I think they upgraded the computer and software and did some other modifications to reduce the chances of control induced oscillations. I think also they developed computer flight simulators to get pilots used to flying by wire and the new style control stick. With most aircraft you can tell how far the controls are lagging behind because the controls are directly linked, however with flyby wire and some versions of hydraulic control there is some lag that can easily confuse a pilot into over controlling the aircraft. If you try to fly an airplane that has a lot of control authority lag, you have to dampen your control inputs, and that does not come naturally. "Philip F. Oestricher was the first pilot to fly the YF-16. This occurred on 20 January 1974 during hi-speed taxi trials. He was a civilian employee of General Dynamics at the time" John G. Williams, a structural flight test engineer on the YF-16, recalls: During the first high-speed taxi test, a violent lateral oscillation had set in as a direct result of pilot-commanded oscillations (several maximum left/right commands) as the airplane reached rotation speed (~120 kt). Remember, this was the first airplane to have a fixed stick, and there was no opportunity for Phil to gain any feel for the airplane, until that high-speed taxi test. As the nose of the aircraft rose, the tailplane inadvertently scraped on the runway. The left wingtip missile and the right tail static probe also lightly contacted the runway. Phil chose to take off because the bird had begun to veer off to the left side of the runway, and he was faced with plowing through the desert or flying. Thankfully he chose to fly and possibly saved the entire program. After take off, Phil regained control and stayed up for six minutes, and landed uneventfully. Prior to the next flight, the stick sensitivity was reduced by 50% with gear down. Later, after complaints of not enough sensitivity, it was returned to the original." "The prototype YF-16 (serial number 72-1567) was rolled out at Fort Worth on December 13, 1973. It was powered by a Pratt & Whitney F100-PW-200 (JTF22A-33) turbofan, rated at 23,830 with full afterburner. Maximum takeoff weight was 27,000 pounds. The YF-16 carried no radar, and the aircraft had analog flight controls with no computer software. The YF-16 was air freighted by C-5A to Edwards AFB on January 8, 1974. Its first flight was an unintended short hop around the pattern on January 21, 1974 at the hands of test pilot Phil Oestricher. During high-speed ground tests at Edwards, Oestricher had inadvertently scraped the tailplane on the runway as the nose was raised, and a violent lateral oscillation set in. He decided to take off and regain control in the air. He stayed up for six minutes and landed uneventfully. The scheduled first flight was delayed until a new right stabilator could be fitted. The first official flight took place February 2, 1974, again with Phil Oestricher at the controls. He reached 400 mph and 30,000 feet." Good subject; poor video quality. Most of the films were shot using old-fashioned equipment, sometimes over exposed and washed out, under great vibration. The film and tapes were not that good quality when I got them and over the decades age and EM has deteriorated them some, and some quality was lost digitizing the recordings. This real thing, not Hollyweird. Most of the montage footage I posted is available, that has been better stored and has been enhanced and edited using high-end professional equipment and a lot of time. They have done an excellent job in restoring much of the footage The footage is in different order and has different music, however it has much of the same footage. There is a digital preview available at the link. I am not affiliated with the web site. http://rareaviation.com/store/catalog/product_3353_Breathtaking_Military_Crash_Videos_cat_1032.html