Death spiral maneuver air combat2/3/2024 ![]() ![]() The average age of the Air Force’s fourth-generation jets now exceeds 25 years. Instead, the Air Force has had to extend the life of its F-15 fleet well beyond planned service.ĭelayed F-35 production has also meant extending fourth-generation F-16s and A-10 airframes. At the time, the expectation was that the Air Force would have hundreds more F-35s by now. The F-22 program was then prematurely canceled in 2009 at just 186 Raptors-less than half the Air Force’s last stated F-22 requirement-in order to free up funds for the wars in Afghanistan and Iraq. The end of the Cold War decreased the planned buy of F-22s to just 381, well short of the needed replacements for the F-15. Both aircraft designs incorporated stealth technology and advanced fifth-generation sensors, computing power, and secure communications tools to collaborate across areas of operation. The F-22 and F-35 were designed to complement each other: The F-22 was optimized for air-to-air dominance, providing the cover for the F-35’s multirole air-to-air and air-to-ground missions. The Air Force intended to acquire more than 750 F-22 Raptors to replace its F-15s, and 1,763 F-35 Lightning IIs to replace its F-16 and A-10 fleets. But I do think even training the once can really help.This was not the scenario the Air Force anticipated. Obviously, the more you can do these things, the more it’s going to help you. ![]() Then you get more confidence knowing what the airplane is going do and I think you’re going to be less likely to freeze in that emergent situation. We spend a good amount of time on prevention, but I really think a feature of a good course is to go into the incipient and developed phase (of a spin) as well. I just want you to see what happens.” And then on subsequent trials, I wait for the airplane to be on its way into a spin, whether that’s a skid or a slip, and I encourage them to briskly push forward on the yoke or the stick.Īnd immediately-immediately-the stall is recovered and you get your roll authority back. The first time we go into it, I just say, “Let the airplane do what it’s gonna do. For example, I usually start with some uncoordinated stalls so that they see that in a slip, your high wing is going to stall first, and in a skid, your low wing is going to stall first. I like to take people over the edge so that they understand what the edge looks like because I really think that when the unknown becomes known, they gain a lot more confidence.Īnd, of course, we spend a lot of time in my course figuring out how to prevent spins to begin with. So, I would say get a healthy dose of good stall training, but I think it makes sense to do spin training as well. (By the way, that one call was worth every bit of effort it took for me to get my flight instructor certificate.) He called me to tell me that his training kicked in: He pushed he rolled-to upright. They got caught up in a big updraft and he was actually inverted. This was years later when he was flying with his family in a high-performance single. ![]() “I had an interesting call a number of years ago from a fellow who had done spins and upsets and aerobatics with me. ![]()
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