Aerobat Aircraft - An interesting side note involves the 1903 Wright Flyer. Just one of the goals that Orville and Wilbur Wright achieved to make their historic flight possible was their invention of a powerful yet lightweight engine. They fabricated an engine that produced 12 horsepower and, assuming a roughly 775-pound gross aircraft weight (605-pound empty weight with a 170-pound pilot), the power loading comes in at 64.6 pounds per horsepower—a major feat for the day.
. The vast 510 square feet of wing area made the wing loading only 1.5 pounds per square foot. (To put things in perspective, a Cessna 172S has a wing loading of 14.7 pounds per square foot; a Cirrus SR22 has a wing loading of 23.5 pounds per square foot.)
Aerobat Aircraft
At the time of his passing in January 2007, Kershner had documented more than 11,000 hours total military and civilian time in his logbook, with 4,300 hours as an instructor. In March of that year, Bill's son, William C. Kershner, and grandson Jim flew “Orville” on its final journey from Sewanee, Tennessee, to Dulles Airport, Virginia.
Wing loading and power loading are part of that list as well, but what they betray about the aircraft mission may not be as obvious. Let's define these terms and see what they can tell us about the aircraft's intended mission.
MiGs Over Moscow MiG Edge of Space L-39 Fighter Flights Shark Diving Covert Ops Zero Gravity Space Adventures Extreme Skydiving DC-3 & Warbirds Sardine Run Tank Adventures Driving Adventures Powerboat Racing Air Combat Submarines Groups & Promos
Custom Adventures Extreme Events Pilots Only Film Services Adventure Blog Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation.
Plane and Pilot expands upon the vast base of knowledge and experience from aviation's most reputable influencers to inspire, educate, entertain and inform. Owners would certainly disagree, and besides, N7557L is no ordinary bird. It was owned by a man who launched untold thousands of dreams of flight (including mine) with his gift for writing flight manuals and instructing.
I visit N7557L every time I am at Udvar-Hazy in reverence of its history and its former owner, William K. Kershner. While I may never fly the aircraft, it's fun to explore and marvel at the choices made in its design process.
The list of specifications offers performance data such as cruise speed and stall speed that make it clear whether this aircraft was intended to be an efficient and comfortable cross-country platform or to be operated from short, unimproved strips in the mountains.
In 1978, Cessna Aircraft introduced a new training airplane to “replace” the Model 150 after a 19-year production run that amounted to almost 24,000 airplanes. Although to most eyes the new Model 152 still looked like the original 150, it was introduced with the intention of providing an airplane that burns 100-octane fuel with lower sound levels, better fuel consumption, and an increased payload.
The Lycoming “Blue Streak” engine produces 110-hp at a low 2,500 rpm. Possibly the most remarkable improvement is the increase of the trainer's maximum useful load by over 100 pounds to 589. With full fuel, the 152 has 433 pounds of payload for people, baggage, and/or accessories.
Contributing to the impressive useful load is an unusable fuel quantity of only 1-1/2 gallons. Cessna's 69-inch prop teams with the derated engine to produce more efficient climb and cruise performance at a reduced RPM. Be warned!
Keeping your eye on the enemy is not easy when you're surrounded by the beauty of the Arizona desert. You'll fight it out from the front seat of the ultra-aerobatic Extra 300L, Germany's best invention since Bratwurst.
Think of this as brainy air combat...you'll get a manual of tactics when you sign up. READ MORE Joseph Patterson, Assistant Chief Flight Instructor, Middle Tennessee State University—Diamond DA40: The ramp at the Murfreesboro Municipal Airport is home to an impressive collection of Diamond aircraft.
Flight students at MTSU start in the DA40 as student pilots and stay in it for all their single-engine training. The DA40 especially shines as a stable instrument platform and an efficient cross-country aircraft. Patterson says that MTSU made the switch to the DA40 more than 15 years ago, in part because the sticker price made it the best choice and “it was the newest thing out there.
The Garmin G1000-equipped DA40 qualifies it as a technically advanced aircraft so, with recent regulatory changes, students can use it to satisfy the complex time required for the commercial certificate.” Catherine Cavagnaro, Aerobatics Instructor—Cessna 152 Aerobat: With its low roll rate, high power loading, and lack of inverted fuel and oil systems (inverted flight can't last long), the Cessna 152 Aerobat doesn't boast the aerobatic prowess of
an Extra 300 or a Pitts Special. Still, the Aerobat serves as a terrific platform for spin, aerobatic, and emergency situation training where learning energy management skills is a high priority. Most general aviation aircraft, of course, are not optimized for aerobatics, so they will respond much like the Aerobat in a sticky situation.
Still, the turn rate during a spin is impressive and it will not recover from the spin simply by releasing control inputs. The Aerobat recovers predictably by using the procedure from the operating manual. What do wing loading and power loading say about an aircraft?
We can tease this information from Anderson's description of the design process. With other factors remaining constant, an aircraft with a higher wing loading features a higher maximum cruise speed. Wing loading is inversely related to gust sensitivity, so a higher wing loading provides a more stable platform for instrument flying.
Aircraft design always involves tradeoffs and high wing loading is no exception—it comes at the expense of a higher stall speed and longer takeoff and landing distances. To curb these negative effects, high lift devices such as flaps create a more bird-like wing shape for better low-speed flight characteristics in the landing phase.
He taught flying, too. In the late 1960s, Kershner created the Ace Aerobatic School at the Franklin County/Sewanee Airport, Tennessee. Over the next 30 years, Bill instructed numerous students in the basics of aerobatics and spin training, with a focus on upset training for instrument-rated pilots.
In 1984, Bill bought N7557L for his school and used it as the basis of his illustrations for his newer flight manual. Be warned! Keeping your eye on the enemy is not easy when you're surrounded by the beauty of the Arizona desert.
You'll fight it out from the front seat of the ultra-aerobatic Extra 300L, Germany's best invention since Bratwurst. Think of this as brainy air combat...you'll get a manual of tactics when you sign up. READ MORE
A low power loading results in better takeoff performance, better climb rates, and higher cruise speeds. At first pass, there appears to be no downside to such an increase in engine power. But that increase often comes at a price of a higher engine weight (and therefore the power loading might not actually decrease) and increased fuel consumption.
Higher fuel consumption shortens endurance and, depending on cruise speeds, could reduce the range. The diagram on p. 87 offers wing loading and power loading values for a range of general aviation aircraft. Bruce Williams, Aerobatics Instructor—Extra 300L: The Extra 300 provides a nimble platform for competition and airshow aerobatics, and Williams finds it a perfect training platform, as well.
“The wide envelope—with two on board, the G limits are plus or minus 10—means that you can explore the corners of the envelope without stressing the airframe. Although we never approach those extremes in training, that span means I can let customers recover from botched maneuvers without intervening immediately to keep us within the limits.
Now, you don’t need a high-performance aircraft like an Extra to deliver great training, but the capability of the airplane allows you to perform several maneuvers in sequence while preserving energy.” He adds, "You can't learn if you don't enjoy the experience," and his students return from training flights with huge smiles.
Anderson explains that, after forming a rough estimate of the aircraft's maximum gross weight, the designer chooses the airfoils from which the wing will be formed. The relationship between the coefficient of lift and the angle of attack (see p. 88), as well as the shape of the wing, contributes to the qualities of the stall.
Additionally, the maximum lift coefficient that occurs at the critical angle of attack plays a key role in the formulas for stall speed, takeoff distance, and maximum cruise speed. Sheldon Brown, Retired Airline Pilot—CubCrafters Carbon Cub: Brown and his wife, Billye, fly their CarbonCub almost daily in southeast Tennessee and find it exceptional for flying in and out of short, unimproved landing strips—even on days where density altitude leaves other
airplanes in the hangar. Its high lift devices such as flaps and vortex generators give the Carbon Cub a stall speed of only 32 miles per hour. Brown says, “All of the above impressive stats were just icing on the cake.
The biggest reason I bought the Cub was that I wanted a challenge, and flying a tailwheel aircraft provides just that. All-weather flying ended with my airline retirement. Furthermore, since the Cub qualifies as a Light Sport aircraft, I don’t even need a medical certificate to fly it.”
Kershner became known as the “spin doctor,” conducting over 7,000 spins, of up to 21 turns, in the Aerobat, sometimes filming it adorned with ribbons or cones for analysis and instruction. Kershner has the unique distinction of being the only pilot who is a member of the International Aerobatic Club and Flight Instructors Halls of Fame.
STANDARD DATA: (Aerobat) Seats 2. Gross wt. 1,670 Empty wt. 1,135. Fuel capacity 26-39. Engine 110-hp Lycoming PERFORMANCE: Top mph 125. Cruise mph 122. Stall mph 49. Initial climb rate 715. Ceiling 14,700. Range 362-788. Takeoff distance (50′) 1,340.
Landing distance (50) 1,200. In his book Aircraft Performance and Design, John D. Anderson details the typical order of events in the design process of a propeller-driven aircraft. The process sheds light on the significance of wing loading and power loading values and the associated flying characteristics.
Power loading and wing loading values are shown for several general aviation aircraft. Although these aircraft are not necessarily directly comparable (as some flight characteristics can depend on other factors such as choice of wing and planform shape), general trends are evident.
The aircraft in the upper right represent efficient and stable cross-country/instrument platforms while those in the lower left feature better short-field performance. The aircraft in the upper left of the diagram offer an economic training platform that allows the pilot to master energy management.
Note that the contribution of high-lift devices such as flaps has been ignored, so the short-field performance of aircraft with a higher wing loading might be better than predicted based on its position on the scatter plot.
After World War II, Cessna redesigned its 120/140 series aircraft with tricycle gear and an O-200 engine and designated it the 150 series. This series quickly became a flight school staple. Some 23,902 Cessna 150s and 7,593 Cessna 152s were built for a series total of 31,533.
But only 1,483 of these were Aerobats. The 152 version was a spunky bird, featuring the ruggedly reliable Lycoming O-235 110-hp engine and a beefed-up structure to withstand +6g to -3g forces, perfect metrics for an aerobatic school.
Bill loved the handling and spin characteristics of the plane. With all the compromises aircraft design entails there is no such thing as a perfect aircraft. But you can be sure that each one was carefully crafted by its designer to be optimal for the intended mission.
The next time you read the specifications of an aircraft perhaps the wing loading and power loading values will tell you something about the nature of that mission. The 152 Aerobat is also available. It meets requirements for aerobatic maneuvers of 6Gs positive and 3Gs negative load.
The most recent improvements include a system that injects fuel evenly into all four cylinders for prompt ignition and even combustion. With the 152's optional fuel tanks, it can cover 794 miles while traveling at 122 mph at 7,000 feet and carrying a useful load of 1,101 pounds.
Cessna offered a training version for the first time in 1981; The Trainer included a package price for the most frequently ordered avionics and accessories for training purposes. Main gear tires are 15-6.00 x 6 to reduce frontal area and save weight.
It starts with consideration of a set of specifications defined by the intended mission of the aircraft. For example, this set of requirements might include payload of at least 900 pounds, maximum cruise speed of 200 knots, clean stalling speed of no more than 70 knots, landing distance of no more than 1,800 feet, and takeoff distance to clear a 50-
foot obstacle of no more than 2,100 feet. Aircraft intended for operation out of shorter strips and less forgiving terrain often have a lower wing loading, with an attendant decreased stall speed and shorter takeoff and landing distances.
Here the price involves a reduced maximum cruise speed. These short takeoff and landing (STOL) aircraft operate on the slower end of the airspeed spectrum and are not optimized for long cross-country flights. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation.
Plane and Pilot expands upon the vast base of knowledge and experience from aviation's most reputable influencers to inspire, educate, entertain and inform. Overshadowed by Concorde where it sits, a Cessna 152 Aerobat occupies a spot in the Steven F. Udvar-Hazy Air and Space Museum.
One might wonder why a common little plane sits in such a hallowed hangar. After all, the Cessna 152 Aerobat, a mildly aerobatic version of the long-running Cessna 150/152 model, one of thousands built, was pretty commonplace, its sporty checkerboard paint scheme and skylight windows notwithstanding.
There's really nothing extraordinary about the plane, is there? Incredible Adventures - 8466 Lockwood Ridge Rd. #318, Sarasota, FL 34243 - phone: 800-644-7382 or 941-346-2603 Email | Sitemap | Gift Cards | Paper Plane Models |
Privacy Policy Wing loading is the maximum gross weight of the aircraft divided by the wing area, and this term appears in the formula for stall speed. In particular, as wing loading increases, so does the stall speed.
Using the maximum lift coefficient and the maximum desired stall speed, the designer computes a maximum value for the wing loading. Similarly, landing distance increases with an increase in wing loading, so the landing distance requirement provides another bound for wing loading.
aerobats plano, cessna aerobat, cessna 152 aerobat, cessna 152 aerobat for sale, cessna 152 aerobat specifications, cessna 150 aerobat for sale, cessna 150 aerobat, cessna aerobat for sale
0 Comments