Air Power: The Men, Machines, and Ideas That Revolutionized - download pdf or read online

By Stephen Budiansky

No unmarried human invention has reworked warfare greater than the airplane—not even the atomic bomb. Even sooner than the Wright Brothers’ first flight, predictions abounded of the devastating and poor results this new invention could have as an engine of conflict. hovering over the battlefield, the aircraft grew to become an unstoppable strength that left no spot in the world secure from assault. Drawing on strive against memoirs, letters, diaries, archival documents, museum collections, and eyewitness money owed by means of the boys who fought—and the lads who built the step forward innovations and concepts—acclaimed writer Stephen Budiansky weaves a shiny and dramatic account of the airplane’s innovative transformation of contemporary warfare.

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Additional info for Air Power: The Men, Machines, and Ideas That Revolutionized War, from Kitty Hawk to Iraq

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This is often termed “cruise” or “enroute” descent. The airspeed and power setting recommended by the airplane manufacturer for prolonged descent should be used. m. The airspeed may vary from cruise airspeed to that used on the downwind leg of the landing pattern. But the wide range of possible airspeeds should not be interpreted to permit erratic pitch changes. The desired airspeed, pitch attitude, and power combination should be preselected and kept constant. DESCENT AT MINIMUM SAFE AIRSPEED—A minimum safe airspeed descent is a nose-high, power assisted descent condition principally used for clearing obstacles during a landing approach to a short runway.

The airplane will remain at the selected bank 3-8 with no further tendency to yaw since there is no longer a deflection of the ailerons. As a result, pressure may also be relaxed on the rudder pedals, and the rudder allowed to streamline itself with the direction of the slipstream. Rudder pressure maintained after the turn is established will cause the airplane to skid to the outside of the turn. If a definite effort is made to center the rudder rather than let it streamline itself to the turn, it is probable that some opposite rudder pressure will be exerted inadvertently.

This results from many factors, including the unequal rudder pressures required to the right and to the left when turning, due to the torque effect. The tendency to climb in right-hand turns and descend in left-hand turns is also prevalent in airplanes having side-by-side cockpit seating. In this case, it is due to the pilot’s being seated to one side of the longitudinal axis about which the airplane rolls. This makes the nose appear to rise during a correctly executed left turn and to descend during a correctly executed right turn.

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Air Power: The Men, Machines, and Ideas That Revolutionized War, from Kitty Hawk to Iraq by Stephen Budiansky

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