>
>
>> Consider also that a Vulcan disintegrated during another show
>> <https://en.wikipedia.org/wiki/1958_Syerston_Avro_Vulcan_crash
>> <https://en.wikipedia.org/wiki/1958_Syerston_Avro_Vulcan_crash>
>> <https://en.wikipedia.org/wiki/1958_Syerston_Avro_Vulcan_crash
>> <https://en.wikipedia.org/wiki/1958_Syerston_Avro_Vulcan_crash>>> so it was
>> probably operating very close to its airframe limits in any manoeuvre like
>> this.
>
> Design limits or limits of that specific test airframe?
>
Could have been either, Ken. But my point is that the system for checking
designs and clearing them for their flight envelope was less sophisticated than
now. Add to that the slightly slacker attitude to airframe limits that
pertained at the time.
>
>> The problem arises if the pilot manages to turn it into a looping
>> manoeuvre without sufficient height to recover.
>
> Exactly. You've got to be smart with the rudder peddles to keep things
> moving, but not rip the emphanage off. It's still a coordinated
> turn--more or less...
>
> A number of years ago, at one airshow, I watched a routine that
> involved more than the usual number of barrel rolls and low level
> loops. The guy was flying a Stearman, which is adequate for the job,
> but is as aerodynamic as a Mack Truck. You've got to keep throttle in
> it to keep from going backwards. During one low level roll, he lost so
> much altitude that he pancaked the landing gear on the runway. He was
> never invited back. Rumor has it that he packed it in a few years
> later practicing over a corn field.
> —
He was lucky to get away with it. It is easy to make a barrel roll go wrong.
Gary Edwards (formerly of this List, for others) and I watched a Fairey Firefly
buy the farm near Duxford some years ago. He didn’t have enough speed, nor did
he get the nose high enough; on the second half of the barrel his nose was
buried and he never recovered.
Chris
--
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