Pokrewne
- Strona Główna
- Peter Charles Hoffer The Brave New World, A History of Early America Second Edition (2006)
- Natan M. Meir Kiev, Jewish Metropolis; A History, 1859 1914 (2010)
- Adams G.B. History of England From the Norman Conquest to the Death of John
- Historyczne.Bitwy Pskow.1581 1582,Dariusz.Kupisz
- Piercien i roza czyli historia Lulajci Bulby Thackeray
- Mark W. Harris Historical Dictionary of Unitarian Universalism (2003)
- John Ringo Dziedzictwo Aldenata 03 Taniec z Diabłem
- pbi11
- William Shakespeare Hamlet
- Giovanni Boccaccio Dekameron tom 2
- zanotowane.pl
- doc.pisz.pl
- pdf.pisz.pl
- jacek94.htw.pl
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.Theaircraft then snap rolled and departed controlled flight.By just releasing thestick, the aircraft recovered quickly, usually inverted, at a little less than 1g.Iusually found myself hanging upside down in my harness with the skyseemingly below me and the ground above. It was a spectacular maneuverand one that gave me confidence in my aircraft.When I flew my reserve training on the weekends, I had an assignedsyllabus of training flights to complete.This included instrument training,formation and tactics.I also had time to challenge or jump targets ofopportunity, including fleet pilots who happened to be flying on weekends orAir National Guard aircraft out of Jacksonville Municipal Airport.This lattertype of flying simulated the real world more than the canned training.Iquickly gained a level of respect for the Air Guard who, at the time, wereflying the World War II vintage P-51 Mustangs.The Guard had just returnedfrom a tour in Korea, and the pilots were experienced.Even with my higher-performance jet, it was hard to catch a P-51 pilot unaware.About the time we wereentering the pursuit curve or were within simulated firing range, the P-51 wouldpull a tight turn into us and we would flash by.As you might imagine, I was atReserve duty more than studying, but both were leading to a career in test flying.Looking for WorkWhen I entered my senior year in the fall of 1956, I wrote letters seekingemployment.I wrote to the chief pilot of every large flight test organization41 The Smell of Kerosenethat I could find.I didn t care where they were located.The job was my primaryconsideration.At the time, new graduate engineers were in short supply and inhigh demand.Almost all the major aircraft companies were interviewing atthe campus.I had several interviews and received good offers to join thecompanies in their flight test department as an engineer.The offers hinged ontwo things: grade point average and background experience.The majority ofthe responses that I received were cordial, but negative.There were no testflying slots available.A number of company chief pilots indicated that theyselected their pilots from qualified pilot-engineers in their own flight testdepartments when the need arose.I received one really bad, almost insulting,response.I finally received a positive response from Jack Reeder, Chief Pilot at theNational Advisory Committee for Aeronautics (NACA) Langley MemorialAeronautical Laboratory (LMAL) in Virginia.Reeder wrote that they wouldbe looking for a new pilot around June 1957.He also indicated that he wouldlike to interview me.I bought an airline ticket and headed to Langley.My oldNavy squadron mate, Leroy Ludi, was already working at LMAL as a helicopterresearch engineer.Apparently when I interviewed with Jack Reeder, I didn tseem as excited about the prospect of flying for him as he might have expected.I suspect that was due to my attempt to play it cool.I really was excited as Iobserved all of the interesting projects they were flying.In any case, Jackindicated that they would notify me in two weeks, one way or the other.Healso told me there were other candidates being considered.Later, Leroy toldme that Jack asked him if he thought that I really wanted the job.Leroy sethim straight, telling him that I was very interested in the job and really wantedto fly at Langley.I know that Leroy s input was very important.The two weeks seemed to pass very slowly, but in about ten days I receivedthe offer by telegram.I was thrilled.I knew from all of the responses that I hadreceived that there were few openings around the country for test pilots.I feltextremely fortunate being selected by the NACA.I was headed directly fromcollege into a test-flying slot without first working as a flight test engineer.After I had received and accepted the offer, I mentioned it to one of myAeronautical Engineering Professors, Bill Miller.When Miller, a retired Navycaptain, heard where I was going, he exclaimed, Don, I wish you had told mesooner.I am a personal friend of Mel Gough. Gough, another retired Navyman was Jack Reeder s boss, and the head of the NACA Flight OperationsDivision.Sometime after I had checked in, Jack told me that Professor Millerhad written a very positive follow up letter to Mel, congratulating him on hisselection.Jack was pleased in that it reinforced his decision.The next closestcandidate under consideration was another ex-Navy pilot who was workingfor Proctor and Gamble.His degree was in Chemical Engineering, and I msure my Aeronautical Engineering Degree was a deciding factor.42 NACA and NASA Langley, Virginia3NACA and NASA Langley, VirginiaResearch and Support FlyingThe National Advisory Committee for Aeronautics (NACA) was createdin March 1915, as a rider attached to the Naval Appropriation Bill, to developand nurture the budding field of aviation.Overseas, the importance ofaeronautics had already been recognized.Dirigibles and airplanes quicklyearned a prominent place in the war in Europe.The NACA sought to close thegap with a mandate to supervise and direct the scientific study of the problemsof flight, with a view to their practical solutions. Within two years, the NACAestablished its first independent laboratory.Named in honor of Samuel PierpontLangley, former Secretary of the Smithsonian Institution, the facility occupiedpart of a U.S.Army airfield (later called Langley Air Force Base) across theriver from Norfolk, Virginia.When I reported to Langley Memorial Aeronautical Laboratory (LMAL),there was no way of knowing that within a year the Soviets would launch thefirst earth satellite.On 4 October 1957, Sputnik would cause a response in theUnited States that changed the nature of the NACA forever.The Committee,along with its facilities and scientists, would form the nucleus of the NationalAeronautics and Space Administration (NASA).My career spanned one yearwith the NACA and 29 years in NASA.When I accepted the job at Langley, I entered as a GS-11, entry level fortest pilots.The equivalent level for a starting engineer was a GS-7.A GS-11earned a salary of $7,700 per year.The offer that I had turned down for a flighttest engineer s position at McDonnell Aircraft was $8,400 per year.There wasa significant difference in government and industry salaries, and it remainedthat way as long as I worked for NACA and NASA.Money was not my primaryconsideration.I just wanted to fly.I was extremely happy to get the job for$7,700 per year and I probably would have accepted $6,600 per year if thathad been offered.The Langley flight operations section was staffed with five pilots when Iarrived.I was the sixth.Jack Reeder, the chief pilot, was one of the few at thelab who did not have military flight experience.He had served as a wind-tunnel engineer at LMAL during World War II.He also had a Civil AeronauticsAuthority (CAA) pilot s license and had a reasonable amount of private aviationexperience.During WW II, NACA Langley introduced a small in-houseprogram for training civilian aviators as test pilots, since military pilots were43 The Smell of KeroseneNASA photo L-78005The NACA Langley Memorial Aeronautical Laboratory (later NASA LangleyResearch Center) was the agency s first independent laboratory.involved in the war effort [ Pobierz całość w formacie PDF ]
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.Theaircraft then snap rolled and departed controlled flight.By just releasing thestick, the aircraft recovered quickly, usually inverted, at a little less than 1g.Iusually found myself hanging upside down in my harness with the skyseemingly below me and the ground above. It was a spectacular maneuverand one that gave me confidence in my aircraft.When I flew my reserve training on the weekends, I had an assignedsyllabus of training flights to complete.This included instrument training,formation and tactics.I also had time to challenge or jump targets ofopportunity, including fleet pilots who happened to be flying on weekends orAir National Guard aircraft out of Jacksonville Municipal Airport.This lattertype of flying simulated the real world more than the canned training.Iquickly gained a level of respect for the Air Guard who, at the time, wereflying the World War II vintage P-51 Mustangs.The Guard had just returnedfrom a tour in Korea, and the pilots were experienced.Even with my higher-performance jet, it was hard to catch a P-51 pilot unaware.About the time we wereentering the pursuit curve or were within simulated firing range, the P-51 wouldpull a tight turn into us and we would flash by.As you might imagine, I was atReserve duty more than studying, but both were leading to a career in test flying.Looking for WorkWhen I entered my senior year in the fall of 1956, I wrote letters seekingemployment.I wrote to the chief pilot of every large flight test organization41 The Smell of Kerosenethat I could find.I didn t care where they were located.The job was my primaryconsideration.At the time, new graduate engineers were in short supply and inhigh demand.Almost all the major aircraft companies were interviewing atthe campus.I had several interviews and received good offers to join thecompanies in their flight test department as an engineer.The offers hinged ontwo things: grade point average and background experience.The majority ofthe responses that I received were cordial, but negative.There were no testflying slots available.A number of company chief pilots indicated that theyselected their pilots from qualified pilot-engineers in their own flight testdepartments when the need arose.I received one really bad, almost insulting,response.I finally received a positive response from Jack Reeder, Chief Pilot at theNational Advisory Committee for Aeronautics (NACA) Langley MemorialAeronautical Laboratory (LMAL) in Virginia.Reeder wrote that they wouldbe looking for a new pilot around June 1957.He also indicated that he wouldlike to interview me.I bought an airline ticket and headed to Langley.My oldNavy squadron mate, Leroy Ludi, was already working at LMAL as a helicopterresearch engineer.Apparently when I interviewed with Jack Reeder, I didn tseem as excited about the prospect of flying for him as he might have expected.I suspect that was due to my attempt to play it cool.I really was excited as Iobserved all of the interesting projects they were flying.In any case, Jackindicated that they would notify me in two weeks, one way or the other.Healso told me there were other candidates being considered.Later, Leroy toldme that Jack asked him if he thought that I really wanted the job.Leroy sethim straight, telling him that I was very interested in the job and really wantedto fly at Langley.I know that Leroy s input was very important.The two weeks seemed to pass very slowly, but in about ten days I receivedthe offer by telegram.I was thrilled.I knew from all of the responses that I hadreceived that there were few openings around the country for test pilots.I feltextremely fortunate being selected by the NACA.I was headed directly fromcollege into a test-flying slot without first working as a flight test engineer.After I had received and accepted the offer, I mentioned it to one of myAeronautical Engineering Professors, Bill Miller.When Miller, a retired Navycaptain, heard where I was going, he exclaimed, Don, I wish you had told mesooner.I am a personal friend of Mel Gough. Gough, another retired Navyman was Jack Reeder s boss, and the head of the NACA Flight OperationsDivision.Sometime after I had checked in, Jack told me that Professor Millerhad written a very positive follow up letter to Mel, congratulating him on hisselection.Jack was pleased in that it reinforced his decision.The next closestcandidate under consideration was another ex-Navy pilot who was workingfor Proctor and Gamble.His degree was in Chemical Engineering, and I msure my Aeronautical Engineering Degree was a deciding factor.42 NACA and NASA Langley, Virginia3NACA and NASA Langley, VirginiaResearch and Support FlyingThe National Advisory Committee for Aeronautics (NACA) was createdin March 1915, as a rider attached to the Naval Appropriation Bill, to developand nurture the budding field of aviation.Overseas, the importance ofaeronautics had already been recognized.Dirigibles and airplanes quicklyearned a prominent place in the war in Europe.The NACA sought to close thegap with a mandate to supervise and direct the scientific study of the problemsof flight, with a view to their practical solutions. Within two years, the NACAestablished its first independent laboratory.Named in honor of Samuel PierpontLangley, former Secretary of the Smithsonian Institution, the facility occupiedpart of a U.S.Army airfield (later called Langley Air Force Base) across theriver from Norfolk, Virginia.When I reported to Langley Memorial Aeronautical Laboratory (LMAL),there was no way of knowing that within a year the Soviets would launch thefirst earth satellite.On 4 October 1957, Sputnik would cause a response in theUnited States that changed the nature of the NACA forever.The Committee,along with its facilities and scientists, would form the nucleus of the NationalAeronautics and Space Administration (NASA).My career spanned one yearwith the NACA and 29 years in NASA.When I accepted the job at Langley, I entered as a GS-11, entry level fortest pilots.The equivalent level for a starting engineer was a GS-7.A GS-11earned a salary of $7,700 per year.The offer that I had turned down for a flighttest engineer s position at McDonnell Aircraft was $8,400 per year.There wasa significant difference in government and industry salaries, and it remainedthat way as long as I worked for NACA and NASA.Money was not my primaryconsideration.I just wanted to fly.I was extremely happy to get the job for$7,700 per year and I probably would have accepted $6,600 per year if thathad been offered.The Langley flight operations section was staffed with five pilots when Iarrived.I was the sixth.Jack Reeder, the chief pilot, was one of the few at thelab who did not have military flight experience.He had served as a wind-tunnel engineer at LMAL during World War II.He also had a Civil AeronauticsAuthority (CAA) pilot s license and had a reasonable amount of private aviationexperience.During WW II, NACA Langley introduced a small in-houseprogram for training civilian aviators as test pilots, since military pilots were43 The Smell of KeroseneNASA photo L-78005The NACA Langley Memorial Aeronautical Laboratory (later NASA LangleyResearch Center) was the agency s first independent laboratory.involved in the war effort [ Pobierz całość w formacie PDF ]